
Glass JZ^?^M 
Book H 2>\.r- 
CoppghtN" 



COPYRIGHT DEPOSrii 



AIR BRAKE TEXT 

FOR 

ENGINEERS 
and FIREMEN 




A COMPLETE TREATISE ON THE WESTING- 
HOUSE and NEW YORK AIR BRAKE 
and SIGNAL SYSTEMS 
AIR BRAKE PRACTICE 
and 
TRAIN HANDLING 



PREPARED EXPRESSLY FOR THE 

NATIONAL CORRESPONDENCE SCHOOL 
OF RAILROADING 

CHICAGO 



^ 



\ 



■ ^ ■■« II W I !■.■ ■ — .H-" 

LIBRARY of CONGRESS 
[wo GoDios Heceivet! 

JUN 17 1908 

JUAA If (^OS 
QLAS»>A XXc. Nu. 

COPY B, 



COPYRIGHTED i9o8 

BY 

Fred McArdle 




P R E F A C E 



fflT 



HE Air Brake Text for Engineers and Firemen 
was prepared expressly for the National Cor" 
respondence School of Railroading, by loco- 
motive engineers who have had years of experience in 
practical air brake practice. flEach subject is thoroughly 
and briefly treated in plain, comprehensive language, and 
can be easily understood by all who give the text careful 
study. flThe subjects contained herein are not elaborated 
on, but are briefly explained and cover all the points 
necessary to qualify the engineman to pass a thorough 
examination on air brake operation. Silt is unlike all 
other air brake text-books and catechisms which contain 
a large amount of matter pertaining to brake leverage, 
mathematical problems, calculations of braking power, 
and maintenance of equipment in repair yards, which 
have been omitted in this text, with a view of quaHfying 
the engineman to become competent in air brake 
practice. fflA knowledge of brake leverage, braking 
power and maintenance of air brake equipment is 
valuable to an engineman, but should not be confounded 
with practical air brake practice and train handling. 



CONTENTS 



WESTINGHOUSE AIR BRAKE AND SIGNAL 

SYSTEM 1-218 

Westinghouse Air Pumps 3-26 

Eight-Inch Air Pump 3 

Nine and One-Half-Inch Pump. 6 

Defects of the Eight and Nine and One-Half-Inch 

Pumps , 14 

Eight and One-Half-Inch Cross-Compound Air 

Compressor 19 

Main Reservoir 2"j 

Westinghouse Air Pump Governors 28-34 

Single Governor 28 

Duplex Pump Governor With Siamese Fittings. . 30 

Defects of Pump Governors 33 

Duplex Air Gauge 35"36 

Engineer's Brake Valves 37~55 

D-8 Brake Valve 37 

Equalizing Reservoir 44 

G-6 Brake Valve 46 

Feed Valves "^6-62 

Old Style Feed Valve 56 

Slide Valve Feed Valve 58 

Westinghouse Triple Valves 63-96 

Plain Triple Valve 63 

Quick Action Triple Valve 69 

New Types of Triple Valves 79 



II CONTENTS 



Type "K" Triple Valve 80 

Westinghouse Train Air Signal System 97"i03 

Pressure Reducing Valve 97 

Signal Valve 99 

Car Discharge Valve 100 

Defects of the Air Signal System 102 

Combined Freight Car Cylinder and Auxiliary Reservoir 

With Triple Valve Attached 104-107 

Automatic Slack Adjuster 108-1 1 1 

Pressure Retaining Valves 1 12-1 17 

Standard Retaining Valve 1 12 

High and Low Pressure Retaining Valve 114 

Defects of the Retainer 117 

Combined Automatic and Straight Air Locomotive Brake 

Equipment 1 18-139 

Reducing Valve Pipe Bracket 123 

Straight Air Brake Valve 124 

No. 2 Double Check Valve 128 

Type ''E" Safety Valve 130 



Advantages of the Combined Automatic • and 

Straight Air Brakes 132 

Defects of the Straight Air Brake 139 

Westinghouse Duplex Main Reservoir Control 140-141 

Double Pressure Control or Schedule ''U" 142-143 

High Speed Brake 144-152 

High Speed Reducing Valve 147 

General Information Relating to High Speed Brake 152 

Reversing Cock .- 153-156 

No. 6 ET Locomotive Brake Equipment 157-218 

Manipulation 157* 

Parts of the Equipment * 161 

Names of Piping 161 

Arrangement of the Apparatus 162 

Principles of Operation 166 



CONTENTS III 



No. 6 Distributing Valve 169 

Automatic Operation 171 

Independent Brake Operation 184 

Quick Action Cylinder Cap 187 

Defects of the Distributing Valve 189 

E-6 Safety Valve 191 

H-6 Automatic Brake Valve 194 

S-6 Independent Brake Valve 202 

B-6 Feed Valve 207 

C-6 Reducing Valve 212 

SF Type Pump Governor 213 

"Dead Engine" Feature 216 

Pump Failure When Double-Heading With FT 

Equipment 217 

NEW YORK AIR BRAKE AND SIGNAL SYSTEM.. 2 19-290 

Duplex Air Pump 219-231 

Automatic Oil Cup 226 

Defects of the Duplex Air Pump 228 

New York Air Pump Governors 232-236 

Style "C" Pump Governor 232 

Duplex Pump Governor 234 

B3 Locomotive Brake Equipment 237-266 

Manipulation 239 

B3 Brake Valve 241 

Supplementary Reservoir 252 

Divided Reservoir 253 

Pressure Controller 253 

Accelerator Valve 259 

Quick Release Valve 262 

High Speed Controller 264 

Lever Safety Valve 265 

New York Quick Action Triple Valve 267-281 

Passenger Quick Action Style "S" Triple Valve. . . 275 

Defects of the New York Triple Valves 278 



IV ^ CONTENTS 



Style ''A" New York High Speed Brake Compensating 

Valve 282-286 

New York Train Air Signal System , 287-290 

Signal Reducing Valve 287 

Signal Valve 288 

Defects of the New York Air Signal System 289 

SUMMARY OF AIR BRAKE OPERATION AND 

TRAIN HANDLING 291-319 

Definition of the Air Brake 291 

Tracing Air Through the Brake System. 291 

Brake Pipe Pressure 292 

Excess Pressure 292 

Storage of Pressures 293 

Beginning and Ending of Pressure 294 

General Information Relating to Air Brake Practice 294-319 



THE WESTINfiflOCSE AIR BRAKE 

and 

SIGNAL SYSTEM. 

Plate I shows the general arrangement of piping upon a loco- 
motive and tender. Plate 2 shows a sectional view of the essen- 
tial parts of the air brake system and their relative location, as 
follows : 

First. — The steam driven air pump, which supplies the com- 
pressed air. 

Second. — The main reservoir, in which the compressed air is 
stored. 

Third. — The engineer's brake valve, which regulates the flow 
of air from the main reservoir into the brake pipe for charging 
and releasing the brakes, and also from the brake pipe to the 
atmosphere for applying the brakes. 

Fourth. — The air gauge, which is of the duplex pattern and 
shows simultaneously the pressure in the main reservoir and that 
in the brake pipe. 

Fifth. — The pump governor, which regulates the supply of 
steam to the pump, stopping it when maximum pressure has been 
attained. 

Sixth. — The brake pipe, which connects the engineer's brake 
valve with the main reservoir, and also with each triple valve in 
the train, including the flexible hose and the couplings between 
the cars. ' 

Seventh. — The auxiliary reservoir, which is supplied with 
air from the main reservoir, through the brake pipe and triple 
valve. 



2 WESTINGHOUSE AIR BRAKE. 

Eighth. — The brake cylinder and piston rod, which are con- 
nected to the brake levers in such a manner that when the piston 
is forced outward by the air pressure the brakes are applied. 

Ninth.' — The quick action triple valve, which is connected to 
the brake pipe, auxiliary reservoir, brake cylinder and pressure 
retaining valve. It operates in accordance with the variations of 
pressure in the brake pipe : ( i ) to admit air from the auxiliary 
reservoir and the brake pipe to the brake cylinder, thereby apply- 
ing the brakes, and at the same time to cut off communication 
from the brake pipe to the auxiliary reservoir; (2) to restore 
communication between the brake pipe and the auxiliary reser- 
voir, and at the same time to discharge the air from the brake 
cylinder to the atmosphere, thereby releasing the brakes. 

Tenth. — ^^The hose couplings, which are attached to flexible 
hose, and serve to unite the brake pipes of adjoining cars. 

Eleventh. — The pressure retaining valve, which, when used, 
prevents the complete discharge of the air -from the brake cyl- 
inder, retaining a given pressure in the brake cylinder when the 
brakes are released. 

Twelfth. — The automatic slack adjuster, which automatic- 
ally maintains a uniform travel of the piston in the cylinder by 
taking up the slack as the brake shoes wear away. 



WESTINGHOUSE AIR PUMPS. 

THE EIGHT-INCH AIR PUMP. 

Operative Parts. Plate 3 shows the 8-inch air pump in its 
upward stroke. The principal operative parts of the valve gear 
are, the Steam Piston and Rod 10, the Air Piston 11, Piston 
Valves 7, Piston 23, Reversing Slide Valve 16, Reversing Rod 
17 and Reversing Plate 18. Valves 30 and 30 are the Air Dis- 
charge Valves, and 31 and 31 the Receiving Air Valves. 

Operation — Steam End. The steam enters chamber m and 
port h, uniting chambers fn and e^ and conducts the steam from 
the former to the latter, which contains the reversing valve. 

When reversing slide valve 16 is in the position shown on 
Plate 3, steam passes from chamber m, through port h, into 
chamber e, and thence through port a into chamber d, above re- 
versing piston 23. The same steam pressure now acts down- 
ward upon piston 23 and lower piston valve 7, and upward on 
upper piston valve 7, but as the combined areas of piston 23 and 
lower piston valve 7 are greater than of upper piston valve 7 
the steam forces piston 23 and piston valves 7 downward to the 
position shown. Steam is admitted to the cylinder through the 
upper ports in bushing 26, raising piston 10, while the steam 
above piston 10 passes through the upper parts in bushing 25, 
thence through bushing /, /^ shown by dotted lines, into chamber 
g and out at Y, through an exhaust pipe to the smoke arch, 
from which it is discharged to the atmosphere through the smoke- 
stack. When piston 10 has nearly completed its upward stroke, 
reversing plate 18 engages shoulder n and also raises reversing 
valve 16 to its uppermost position, in which port a is closed, and 
as the cavity in the valve connects ports b and c, the steam above 
piston 23 is discharged through port b, the cavity in reversing 
slide valve 16, port c and port /, /, into chamber g, and thence to 
the atmosphere through the exhaust pipe at Y. 

When piston 10 has nearly completed its downward stroke. 



WESTINGHOUSE AIR PUMPS. 




WESTINGHOUSE AIR PUMPS. 5 

the lower face of reversing plate 18 engages the button at the 
lower end of the reversing rod 17, drawing the reversing slide 
valve down, and the motion of the pump is again reversed. 

Operation — Air End. During the upward stroke of the 
pump the air above piston 11 is compressed and discharged 
through port p into the space between receiving valve 31 and 
discharge valve 30, forcing the latter from its seat and flowing 
through chamber t and port r, into chamber ^ and out at z to the 
main reservoir. 

The main reservoir pressure in chamber .y holds lower dis- 
charge valve 30 upon its seat during the upward stroke of the 
pump, and, a partial vacuum being formed below piston 11, lower 
receiving valve 31 is forced from its seat by atmospheric pres- 
sure, which then enters the lower part of the air cylinder. In the 
downward stroke of the pump the conditions are reversed; 
upper receiving valve 31 is lifted to fill the chamber above piston 
II as it descends, and the air compressed below the piston forces 
valve 30 from its seat and flows through chamber g and the pipe 
connected at z to the main reservoir. 

Valve Lifts. The receiving valve should have a lift of 
one-eighth of an inch and the discharge valves three thirty-sec- 
onds of an inch. 

Purposes of Operative Parts — Steam End. The steam por- 
tion of the air pump is practically a small engine, containing a 
steam cylinder, a main piston and valve gear, so arranged as to 
admit and exhaust steam to and from opposite sides of the steam 
piston. . 

The purpose of the reversing valve piston 23 is to assist the 
smaller main valve piston 7 in overcoming the pressure of the 
large main piston 7, when moving the main valve to its lower 
position. 

The reversing slide valve 16 admits and exhausts the steam 
to and from the top of reversing piston 23. 

The reversing valve rod 17 raises and lowers reversing slide 
valve 16. ■ 



6 WESTINGHOUSE AIR PUMPS. 

The main valve piston 7 admits and exhausts steam to and 
from the cylinder. 

When the throttle is open, the steam pressure from the boiler 
is always constant upon the two inner faces of the main valve 
piston 7. 

Exhaust and atmospheric pressure is always present upon the 
two outer ends of the main valve piston. 

THE NINE AND ONE-HALF-INCH PUMP. 

Construction. The 9}^-inch pump is shown on Plates 4 
and 5. The following description is applicable to either the right 
or the left-hand pump. The only difference between the two 
pumps is the location of the steam and exhaust connections, for 
convenience in piping. 

The valve gear of the pump consists of pistons "jy and 79 of 
unequal diameter, connected by rod "j^, which imparts the move- 
ment of the pistons to slide valve 83, and this valve in turn con- 
trols the steam supply which operates the main steam piston 59. 
The reversing of pistons "j^j and 79 is controlled by the re- 
versing slide valve ^2 (Plate 5), the duty of which is to admit 
and discharge steam to and from chamber D, at the right of 
piston ']']. 

Chambers A and C are always in free communication through 
ports e, e. The reversing valve is operated by rod 71, to which 
movement is imparted by reversing plate 69, which engages re- 
versing button k on the downward stroke of the steam piston, and 
shoulder j on the upward stroke. 

Chamber E always communicates with the exhaust in order 
that no back pressure may occur when piston 79 is forced to the 
left, and that a partial vacuum may not occur when the piston is 
forced to the right. The exhaust is made by means of port t, 
shown in the main valve bushing. This port leads from chamber 
E directly to the main exhaust port c^, so that chamber E, at the 
left of piston 79, is always free from steam pressure. 

When the reversing slide valve 72 is in the position shown, 



WESTINGHOUSE AIR PUMPS. 



ifpIPE TAP 




PLATE 4. 



8 WESTINGHOUSE AIR PUMPS. 

chamber D is connected through ports hj h, reversing valve cavity 
H and ports f, f, with the main exhaust passage d, d, and there is 
no pressure to the right of piston yy. 

Operation-^Steam End. As steam enters the pump at X 
it passes through passage a^, a-, into chamber A, between pistons 
yy and 79. The area of piston yy being greater than that of 
piston 79, piston yy is forced to the right, moving with it piston 
79 and slide valve 83 to the position shown on Plate 3, thus ad- 
mitting steam below piston 59, through port h, h^, b^. Piston 59 
is then forced upward and the steam above piston 59 passes 
through port c, c^, cavity B of slide valve 83, port d and passage 
d^, d~, to connection at Y, at which point it is discharged from the 
pump to the atmosphere through the exhaust pipe. 

When piston 59 reaches the upper end of its stroke, reversing 
plate 69 strikes shoulder / and rod 71, forcing it and the reversing 
slide valve 72 upward sufficiently to expose port g. Steam from 
chamber C then enters chamber D, through port g and port o-i 
of the bushing (Plate 4). The pressures upon the two faces 
of piston yy are thus equalized and the piston is balanced. The 
pressure in chamber A acting upon small piston 79 forces it to 
the left, moving with it piston yy and slide valve 83. 

With slide valve 83 in its extreme position at the left, steam 
from chamber A is admitted through port c^, c, above piston 59, 
forcing it downward. At the same time the steam below the 
piston is discharged to the atmosphere through port h^, b^, b^, b, 
chamber B of the slide valve, port d, d^, d^, and the exhaust pipe 
connected at Y. 

When piston 59 reaches the lower end of its stroke, revers- 
ing plate 69 engages reversing button k^ moving it and the re- 
versing slide valve downward to the position shown on Plate 
5, and one double stroke or cycle of the steam end of the pump 
has been traced. 

Operation — Air End. The movement of piston 59 is im- 
parted to air piston 66 by means of the piston rod. As piston 
66 is raised, the air above it is compressed and air from the at- 



WESTINGHOUSE AIR PUMPS. 




PLATE 5. 



lo WESTINGHOUSE AIR PUMPS. 

mosphere is drawn in beneath it, the conditions being reversed in 
the downward stroke. 

As piston 66 is raised, the air above it is compressed and 
passes through port r, Ufting discharge valve 86 from its seat. 
As the pressure below the valve is greater than the main reservoir 
pressure above it, the air passes down into chamber G, and thence 
into the main reservoir. The upward movement of the air piston 
produces' a partial vacuum, which causes the lower left-hand 
-receiving valve 86 to lift from its seat, and atmospheric pressure 
enters through the strainer at the air inlet and passes to chamber 
F, below the receiving valve, thence past the valve into port m, 
and into the lower end of the air cylinder, filling the cylinder. In 
the downward stroke of the pump the air passes the discharge 
valves to the main reservoir in the same manner as previously 
described. 

The receiving and discharge valves of the 9^ -inch pump 
should each have a lift of three thirty-seconds of an inch. 

Diagrammatic Views. Plates 6 and 7 show diagrammatic 
views of the 9^ -inch pump, with all ports leading to and from 
the pump exposed, so that they can be plainly seen and the oper- 
ation of the pump easily understood. Plate 6 shows the pump 
on its upward stroke, and Plate 7 on its downward stroke. 

Starting the Pump. When the pump is started it should be 
run very slowly, until it becomes warm and the condensed steam 
has worked out of the steam cylinders through the drain cocks 
and exhaust pipe, which will allow an air cushion to accumulate 
in the air cylinder. 

The lubricator should be put in operation immediately after 
the pump has been started. 

Lubrication — Steam and Air End. A swab well oiled should 
be kept on the piston rod. The amount of oil required in the 
steam cylinder of the pump depends largely upon the amount of 
work performed. Some pumps require more oil than others. 
Judgment should be used in determining the amount of oil re- 
quired. 



WESTINGHOUSE AIR PUMPS. 



II 




-86c 



OlSCHARCe 



PLATE 6. 



12 



WESTINGHOUSE AIR PUMPS. 




r86c 



OlSCHARCe 



PLATE 7. 



WESTINGHOUSE AIR PUMPS. 13 

Engine oil should never be used in the air cylinder, as it 
will eventually clog and restrict the air passages, causing the 
pump to heat and destroy its efficiency. Valve oil will give 
the best results, and should be supplied through the cup pro- 
vided for that purpose. 

The pump should never be oiled through the air inlet or 
strainer, as this method of oiling tends to gum up the air valves 
and passages, and the cylinder receives but little benefit from the 
oil. 

A swab well oiled on the pump piston is beneficial, as it 
keeps the piston rod packing lubricated, and also assists in lubri- 
cating the air cylinder. 

SPEED OF THE PUMP. 

When descending long grades, the pump throttle should be 
opened sufficiently to keep the pump running fast enough to 
maintain the required pressure in the main reservoir. At other 
times the pump should be run fast enough to maintain the pres- 
sure, and the pump governor allowed to stop it at frequent in- 
tervals. It should not be run with a wide open throttle unless 
necessary, in order to keep up the required pressure. 

The maximum speed of an air pump should not exceed 120 
single strokes per minute. A higher speed is detrimental to good 
service, as it does not allow the cylinder to fill with air at each 
stroke, and would eventually cause the pump to run hot. 

The pump should not be run too slowly, as this allows the air 
that is being compressed to leak past the packing rings, prevent- 
ing the air to enter the cylinder from the atmosphere in the reg- 
ular manner. 

The pump should not be run while the engine is standing over 
an ash pit or other places where it is likely to draw dust or other 
foreign matter into the air cylinder. 



14 VVESTINGHOUSE AIR PUMPS. 



DEFECTS OF THE EIGHT AND NINE AND ONE-HALF- 
INCH PUMPS. 

One of the frequent causes of stoppage of the 8-inch pump 
is the failure of oil to reach the reversing piston 23, which is due 
to its location. The trouble can be remedied by removing the 
reversing cylinder cap 21 (Plate 3) and oiling the piston with 
valve oil. Before oiling, packing rings 24 should be examined, to 
ascertain whether they are in good condition. 

A broken reversing piston rod will cause a complete stop- 
page. Loose nuts on top or bottom of the main steam valve, the 
reversing plate 18, or the button on the lowejr end of reversing 
rod 17 becoming badly worn so that it fails to pull down the 
reversing valve, will also cause the pump to stop. 

Common causes of a pump stopping on the upward stroke are, 
a worn reversing plate 18, a worn shoulder on the reversing rod, 
broken stop pin 50, which would allow the packing rings to ex- 
pand so that the pump could not be reversed, piston 23 stuck in 
the bushing, or loose studs 51 on the reversing plate. 

If the pump stops on the down stroke it may be due to nuts 
58 being off air piston 11, the button broken off of lower end 
of rod 17, or packing rings becoming displaced in reversing 
piston 23. 

If the nuts 58 are off the air piston, the bottom head should 
be removed and the nuts replaced. To prevent the piston from 
turning while replacing the nuts, cap nut 21 should be removed 
and the throttle of the pump opened slightly to admit a little 
steam to the top head. 

By the removal of cap nut 21, the steam which is admitted 
to the top of piston 23 is allowed to escape to the atmosphere. 
The large piston valve 7 overcomes the small piston valve, ad- 
mitting steam to the top head of the pump, thus forcing the main 
piston downward and holding it in that position. 

If t-he packing rings of piston 23 are broken, the broken parts 



WESTINGHOUSE AIR PUMPS. 15 

should be removed and candle wicking substituted, cap nut 21 
replaced and the pump started. 

If a pump stops before the maximum pressure is attained, 
the pump throttle should be shut off entirely for a few seconds 
and then opened quickly. If steam blows through to the ex- 
haust and the pump fails to start, the main valve is probably 
broken. If the pump starts, but frequently stops again, the cap 
nut should be removed and the parts oiled with valve oil, the cap 
replaced and the pump started slowly. If this fails to start the 
pump the reversing piston side cap should be removed, the pack- 
ing rings examined to ascertain if they are broken, and if found 
broken the broken pieces should be removed and well-oiled 
candle wicking used as a substitute. If this valve is found to 
be in good condition the center cap should be removed and the 
reversing valve and stem pulled out, noting whether the revers- 
ing plate is solid. If these parts are in good condition they 
should be replaced, care being taken to put the valve in facing 
the reversing piston, pushing the stem down to its extreme 
limits and replacing the cap. If the pump now starts and makes 
one complete stroke up and down and again stops, the trouble 
may be caused by the working loose of the piston nut in the air 
end of the pump. The bottom air head should then be removed, 
the nut tightened up and the head replaced. 

Defective Air Valves. If the discharge valve is defective it 
will be manifested in the following ways : 

First. — By the pump working rapidly, but not pumping much 
air, the air from one end of the pump only being forced into the 
main reservoir. 

Second. — By an uneven stroke of the pump, the stroke mov- 
ing away from the defective valve being the more rapid. 

Third. — Only a small volume of air will be drawn in at the 
inlet ports while the pump is making the quick stroke. 

In testing for this defect it can be determined by the air 
gauge, or by stopping the pump, opening the oil cups and re- 
moving the plug at the bottom of the cylinder head. If air con- 



i6 WESTINGHOUSE AIR PUMPS. 

tinues to blow through the oil cup the upper discharge valve is 
leaking, while if air continues to blow through the opening in 
the cylinder head the lower discharge valve is leaking. 

In testing the air valves of an 8-inch pump, the hand should 
be held lightly over the air inlet ports ; if the air is drawn in and 
then forced out again at the upper or lower inlets it will indicate 
which valve is defective. 

If the receiving valve in the 9^ -inch pump leaks, the hand 
should be placed lightly over the strainer. The suction will be 
decidedly less while the pump is making the quick stroke, and 
the defective valve will be the one toward which the piston is 
traveling. 

If an air valve sticks it will be indicated, first, by an uneven 
stroke of the pump ; second, the pump will us.ually pound during 
the fast stroke; third, the pump will heat; fourth, there will be 
no suction at the air inlet port during one stroke of the pump. 

When testing for this defect, the hand should be placed 
lightly upon the air inlet ; if the stroke of the pump is uneven 
and there is no suction when the pump is making the slow stroke, 
the receiving valve at the end of the cylinder from which the 
piston is moving is stuck shut, but if there is a suction when the 
pump is making the slow stroke, and no suction when it is mak- 
ing the fast stroke, the discharge valve at the end of the cylinder 
from which the piston is moving is stuck open. 

To remedy this defect the cages should be tapped lightly, 
and if this does not start the valve the air inlet strainer W 
should be removed in order to see whether the trouble is at that 
point. If the pump still fails to work properly, an examination 
of the air valves should be made. 

If one of the discharge valves is broken it should be replaced 
with a new one, if there is one on hand ; if not, the receiving 
valve should be taken out and used to replace the broken dis- 
charge valve. This refers only to pumps in which all air valves 
are interchangeable, as with the 93^-inch pump. The changing 
of the air valves is necessary in order that the pump may not 



WESTINGHOUSE AIR PUMPS. 17 

labor against main reservoir pressure^ which would be constant 
at one end of the piston, causing the pump to heat, and the con- 
stant pressure on the air piston would tend to leak past the pack- 
ing rings and destroy the vacuum in the' opposite end of the 
cylinder. The changing of the valves will cause the pump to 
give good service during one stroke, and cold air will be drawn 
in through the broken receiving valve, which will prevent 
heating. 

The indication on the air gaUge will show whether it is the 
receiving or discharge valve which is broken. If, when the 
brake valve is in running position, the red hand of the air gauge 
is raised and lowered at each stroke of the pump, it indicates 
that a discharge valve is broken or stuck open; but if the red 
hand is raised once while the pump is making two strokes it 
indicates that a receiving valve is broken or stuck open. 

The pump will compress air in one direction only if any one 
of the four air valves is stuck or broken, the passages leading 
to or from the pump are stopped up, the piston rod packing 
blown out on the air end of the pump, the cylinder head plug 
gone, a cylinder head leaking on either end, or a top discharge 
valve bushing is loose on a 9^ or ii-inch pump. 

Leaky Air Piston Packing Rings. Leaky air piston pack- 
ing rings will cause a pump to heat more quickly and become 
more troublesome than any other cause, due to the churning of 
the air in the cylinders. This defect can be detected by running 
the pump at a moderate speed and placing the hand lightly, so as 
not to exclude the air, over the air inlet ports, as air is drawn 
into the cylinder during the beginning or first half of each 
stroke, the cylinder being filled the balance of the stroke by air 
leaking past the defective rings. 

Failure of Pump to Restart Promptly. If the air supply is 
not maintained by reason of the pump failing to restart 
promptly, reduce the air pressure which the governor controls, 
and if the pump starts to work it indicates that the trouble is in 
the governor. If it does not start the fault is in the pump. 



i8 WESTINGHOUSE AIR PUMPS. 

How to Tighten a Loose Reversing Plate. In order to 
tighten a loose reversing plate the top head of the pump should 
be removed, the cylinder head plug also removed, and a stick or 
rod used to shove the piston to the top end of its stroke. The 
reversing plate should then be fastened, and the reversing rod, 
top head and the lower cylinder head plug replaced. 

Heating of the Pump. Heating of the pump is often 
caused by badly gummed air yalves, clogged ports due to the 
excessive use of oil in the air cylinder, which becomes mixed 
with dust that is drawn into the cylinder through the strainer, 
badly worn packing rings, racing of the pump, or pumping 
against a high pressure. 

Leakages and Blows in Eight-inch Pump. With an 8-inch 
pump (Plate 3), if the reversing valve 16 or its seat becomes 
worn so that it leaks, steam will flow through ports c, f, f and g 
to the exhaust, causing a constant blow. 

If the packing rings in either piston leak, steam will con- 
stantly escape by them into^ ports f, f, f, f, and thence into port g. 

Badly worn, broken or defective piston packing rings cause 
a constant heavy blow which is wasteful, as one end of the cyl- 
inder is always open direct to the exhaust, and the other end is 
always full of steam, thus giving a non-interrupted passage of 
the steam to the atmosphere. Defective packing rings should 
receive immediate attention. 

Leakages and Blows in the Nine and One-half or Eleven- 
inch Pump. If slide valve 83 (Plate 4) leaks, it will cause a 
constant blow through the exhaust while the pump is working. 

If the packing rings of piston valve 79 (Plate 4) become 
worn or broken, causing them to leak, the result will be a con- 
stant blow, as steam will leak past piston 79, into chamber E, 
through port t, which is always open to the atmosphere through 
the exhaust. 

A leak in the gasket forming the joint between the top cyl- 
inder head and the cylinder will allow steam to pass from the 
supply passage directly through to the exhaust passage, but this 



WESTINGHOUSE AIR PUMPS. 19 

seldom occurs without steam leaking to the atmosphere around 
the outside of the head, where it can readily be seen. This de- 
fect can be remedied by renewing the gasket. 

If the reversing valve (Plate 7) leaks, there will be a con- 
stant blow of steam through port f into exhaust port d. 

If the top end of reversing rod 71 (Plate 6) becomes worn 
so that steam leaks past into port S and thence down through 
the reversing valve bushing passage into the top cylinder of the 
pump, it will cause a blow while the pump is making the upward 
stroke, as the exhaust passage of that end of the pump is then 
open. 

Pump Pounding. A pump will pound if it is not fastened 
firmly to its frame, if the air valves are stuck, or if there is too 
great a lift in the air valves. It will also pound if the reversing 
plate is badly worn and fails to reverse the pump at the proper 
point, or if the nuts on the piston are loose. The defects men- 
tioned are the chief ones which cause pounding. 

THE EIGHT AND ONE-HALF-INCH CROSS- 
COMPOUND AIR COMPRESSOR. 

The building of more powerful locomotives with the ability 
to handle the long trains now in daily service throughout the 
country, as well as the large brake cylinders required for heavy 
freight and passenger cars of modern construction,* have in- 
creased the demand for compressed air to such an extent that 
greater pump capacity has become essential on many roads 
where service conditions are especially severe. To meet this 
demand an air compressor of the cross-compound type has been 
developed. This type is not only of ample capacity for any 
railroad service, but in point of efficiency and economy in steam, 
consumption it is a decided improvement over the present 95^ 
and ii-inch air pumps. Plate 8 shows a photographic view, 
and Plate 9, Figs, i and 2, shows diagrammatic views of the 
air compressor. 



20 



WESTINGHOUSE AIR PUMPS. 





^not'^''(os 



PLATE 8. 



. WESTINGHOUSE AIR PUMPS. 21 

Operation — Steam End. Referring to Plate 9, Figs, i and 
2, steam enters passage a and passes to the top head, thence 
through passage h to the chamber above sHde valve y2 ; also 
through port / into the chamber above reversing valve 22. Conse- 
quently when the governor is open and steam is turned on at the 
compressor throttle, steam pressure is always present above slide 
valve y2 and reversing valve 22. When the high pressure steam 
piston is at the bottom of its stroke, the reversing valve is in the 
position shown on Plate 9, Fig. i. Port n is. then uncovered, 
allowing the steam to flow to the chamber at the left of the large 
main valve piston 26. Port m, which also connects this chamber 
with the reversing valve seat, is closed by the reversing valve. 
Port is always in communication with port p and the exhaust 
passage e at one end, and the cylinder back of the small main valve 
piston 28 at the other end, so that the small main valve piston 
28 always has exhaust pressure on its outer face. Since live 
steam is always in the chamber above slide valve 72 and exerts 
its pressure against the inner surface of both main valve pistons 
26 and 28, and the larger piston now has full steam pressure on 
its outer face through port n, the resulting pressure on it will be 
balanced, while the small piston has steam pressure on its inner 
face and exhaust on its outer, so that it will be forced to the 
right to the position shown on Plate 9, Fig. i. Live steam can 
then pass through port k, which connects with the slide valve 
chamber at the side of the valve, and port g in the slide valve 
seat, leading to the bottom of the high pressure steam cylinder. 
At the same time, the top of the high pressure steam cylinder is 
connected, through port c in the slide valve seat, ports h' and h 
in the slide valve, and port d in the slide valve seat, with the top 
of the low pressure steam cylinder. The high pressure steam 
beneath steam piston 7 will force it upward, while the steam 
above it will expand into the low pressure steam cylinder, forcing 
piston 8 downward. 

As the high pressure piston 7 approaches the upper end of 
its stroke, reversing plate 18 strikes the shoulder on reversing 



^2 



WESTINGHOUSE AIR PUMPS. 



STEAM" 
EXH/>iJST. 



v\//<\///m xi 



AIR DISCHARGE. 



STEAM JMUET/ 




PLATE 9- 



4D 
FIGURE 1. 



38 



WESTINGHOUSE AIR PUMPS. 23 

valve rod 21, forcing it and reversing valve 22 upward. This 
movement closes port n, preventing any further flow of steam to 
the back of the large main valve piston. It also connects ports 
m and / by cavity q in the face of the reversing valve. Port / 
connects through port p with exhaust passage e, so that the 
chamber at the left of the large main valve piston 26 is connected 
to the exhaust. 

Under these conditions the outer faces of both main valve 
pistons are subject to exhaust pressure, while their inner faces 
have steam pressure as before. Since piston 26 is larger in 
diameter than piston 28, an excess of pressure exists toward the 
left, which moves pistons and main valve to the position shown 
on Plate 9, Fig. 2. It will be noted that port m enters the chamber 
at the left of the large main valve piston at a point which is not 
quite at the end of the chamber. This port is located at this 
point so that piston 26, when moving to the left, will close it 
before the piston reaches the limit of its movement. As port n 
is then closed by the reversing valve a small amount of steam is 
entrapped, which serves as a cushion to prevent this piston from 
striking the chamber cover. Port c in the valve seat now con- 
nects with port k in the main valve, so that live steam can pass 
to the top of the high pressure steam cylinder. At the same time, 
the bottom of the high pressure steam cylinder is connected 
through port g in the valve seat, ports h" and h' in the slide valve, 
and port / in the slide valve seat, to the bottom of the low pres- 
sure cylinder. The top of the low pressure cylinder communi- 
cates through the cavity i in the slide valve and ports d and e in 
the seat with the exhaust. The high pressure steam piston is 
then forced downward by the steam entering through ports k and 
c from the boiler, and the low pressure piston is forced upward 
by the steam in the bottom of the high pressure steam cylinder 
expanding through ports g, h" , h' and f, into the bottom of the 
low pressure cylinder, while the low pressure steam above the pis- 
ton passes out to the atmosphere through port d, cavity i, port e 
and the exhaust pipe connection. 



24 



WESTINGHOUSE AIR PUMPS. 



STEAM 

Exhaust. 



AiR OlSCHARCE 



STE/SM INLET 




40 38 

FIGURE 2— PLATE 9. 



WESTINGHOUSE AIR PUMPS. 25 

When the high pressure steam piston 7 reaches the bottom 
of its stroke, the reversing valve plate 18 strikes the bottom on 
the lower end of reversing valve rod 21, pulling it and reversing 
valve 22 downward to the position shown on Plate 9, Fig. i. 
Connection between ports / and in is again broken by the re- 
versing valve 22 and port n opened. Thus the chamber at the 
le-f t of the large main valve piston 26 receives full steam pres- 
sure, equalizing the pressures on the two sides of that piston, 
and making the preponderance of steam pressure on the inner 
face of the small main valve piston force both pistons and slide 
valve to the right, when live steam is again admitted below the 
high pressure piston 7 and the steam above the piston is con- 
nected to the top of the low pressure steam cylinder. The bottom 
of the low pressure steam cylinder is also connected through 
cavity i in the slide valve, and the ports / and e in the slide valve 
seat to the exhaust, so that the high pressure steam piston will 
start upward and the low pressure steam piston will be forced 
downward. Thus a complete cycle of the steam end of the 
compressor is finished. 

Operation — Air End. When the high pressure steam piston 
is forced upward, the low pressure air piston 9, being connected 
to the same piston rod, is also drawn upward, and air is drawn 
in through the lower suction strainer into the lower passage / 
(Plate 9, Fig. i). The inlet valve 38 then lifts and the air passes 
into the cylinder through port s'. When this piston reaches the 
upper limit of its stroke, and starts downward, inlet valve 38 is 
forced to its seat, and the air below the piston is compressed until 
it can raise intermediate valves 40, when it is forced through ports 
f and t/ to the lower end of the high pressure air cylinder, the 
piston of which is being drawn upward in the meantime. When 
the low pressure air piston 9 reaches the lower limit of its stroke 
and starts upward, the intermediate valves 40 drop to their seat 
so that air from the high pressure- air cylinder cannot flow back 
into the low pressure air cylinder. At the same time the high 
pressure piston 10 is forced downward by the low pressure steam 



26 WESTINGHOUSE AIR PUMPS. 

piston, compressing the air that has been forced into the lower 
high pressure air cyHnder from the low pressure side, until it is 
raised to a sufficient pressure to enable it to lift discharge valve 
41, when it will be forced through port 7/ and passage lif to the 
air discharge connection. In this way the air is compressed in 
two stages, the intermediate pressure resulting from compressing 
the low pressure air cylinder which is filled with air at atmos- 
pheric pressure into the smaller high pressure air cylinder. The 
intermediate pressure which will result depends on the ratio of 
the low pressure to the high pressure cylinders, and is greatest 
at the end of the stroke. The air drawn in through the upper 
suction strainer to the top of the low pressure air cylinder passes 
through the compressor in exactly the same manner as that just 
described for the lower end, and, as the ports are lettered alike, 
its passage can readily be traced from the inlet to the discharge. 
It should be noted that the intermediate pressure above mentioned 
is independent of the delivery or main reservoir air pressure as 
long as the latter is the greater. This intermediate pressure is 
about 40 pounds. 

DEFECTS OF THE COMPRESSOR. 

A defective receiving valve 37 or 38 can be detected by hold- 
ing the hand on or close to the strainer of these valves while the 
pressure piston is moving toward it. If it leaks, air will be felt 
blowing past it. 

If the compressor fails to restart promptly, after being 
stopped by the governor, the intermediate and discharge valves 
should be examined and ground in if found to be leaking. 

Leakage past final discharge valves 41 and 42 can be detected 
by the slower movement of both the low and the high pressure 
pistons toward the leaky valve, and the quicker movement of the 
high pressure piston away from it. 

If too much oil is given to the low pressure cylinder it will 
collect on the intermediate air discharge valve, and will probably 
cause it to stick open. 

If the air pump runs hot it may be due to leaks by the piston 



MAIN RESERVOIR. 27 

rod packing; a leaky intermediate discharge valve; a leaky re- 
ceiving valve; badly worn packing rings in the air end of the 
pump, or racing the pump under a high steam pressure. 

Other defects of the cross-compound air compressor are sim- 
ilar to those of the 9^ -inch pump previously described. 

THE MAIN RESERVOIR. 

The principal purpose of the main reservoir is to afford an 
ample storage space for a supply of compressed air sufficiently 
large to release and recharge the brakes quickly. It also serves 
to entrap any dirt, water or other foreign substance which may 
be carried into the reservoir with the air, preventing them from 
being conveyed into the brake valve, triple valves and brake cyl- 
inders. The reservoir should be drained at frequent intervals. 

The atmosphere contains a great deal of moisture or water, 
which is carried in suspension. The greater the quantity of air 
compressed in a given space, the greater the amount of water 
which will accumulate. If no place were provided for the water 
to collect it would be carried with the current of air throughout 
the entire air system, preventing the brakes from working prop- 
erly and freezing in winter, thus putting the entire brake system 
out of service. Only a small amount of this water results from 
leakage past the piston rod of the cylinder. The neglect of the 
engineman to drain the main reservoirs has been the direct cause 
of many air brake failures. An accumulation of water in the main 
reservoir is also a frequent cause of brakes sticking, especially 
on long trains, as the water takes up space in the reservoir that 
should be occupied by air. 

Capacity. The capacity of main reservoirs varies from 
20,000 to 66,000 cubic inches. 

Leakage. Leakage is about the only defect which the main 
reservoir is subject to, but a leak will very rarely be found in the 
reservoir itself. All the piping from the pump and from the res- 
ervoir to the brake valve is considered as part of the reservoir, 
and it is in these pipes that the leaks usually occur. 



28 

WESTINGHOUSE AIR PUMP GOVERNORS. 



i- PI P C- 

TO MAIN RESERVOIF 
CONNECTION ZB ON 
ENGINEER'S BRAKE 
VALVE ^ 



r'pipE 34' 

TO BOILER* 
X 




^ID PUMP 

Y 



PLATE 10. 
AIR PUMP GOVERNOR— SINGLE. 

The location of the air pump governor in the brake system 
is shown on Plate 2. 

By following the direction of the arrows shown on Plate lo, 
which is a cross sectional view of the pump governor with the 



WESTINGHOUSE AIR PUMP GOVERNORS. 29 

valves in their normal position, it will be seen that the steam has 
a free passage from connection X to Y. 

Operation. The purpose of the governor is to cut off the 
steam supply, and thus practically stop the pump, when the de- 
sired air pressure in the main reservoir and brake pipe has been 
attained. The air pressure connection to the governor is at W. 
The adjustment of the governor is regulated by means of adjust- 
ing nut 40, which regulates the tension of spring 41 upon dia- 
phragm 42. When the tension of spring 41 is greater than the air 
pressure in chamber a, the diaphragm holds the small pin valve 47 
upon its seat ; but when the air pressure underneath diaphragm 
42 becomes greater than the tension of spring 41, the diaphragm 
is raised, unseating the small pin valve. Air from chamber a 
then flows through passage b into the chamber above piston 28, 
and forces it downward, seating steam valve 26, and shutting off 
the steam supply from the pump. 

Whenever the air pressure becomes reduced, through leakage 
or otherwise, spring 41 forces diaphragm 42 downward and the 
pin valve 47 is again seated. The air in the chamber above 
piston 28 then escapes to the atmosphere through the small relief 
port C, and spring 31, assisted by the steam pressure below valve 
26, raises piston 28 to its normal position, as shown on Plate 10, 
and the pump resumes operation. 

During the time that the pin valve is unseated, there is a con- 
tinuous escape of air to the atmosphere through relief port C. 
This leakage, in conjunction with the leakage of steam through 
the small port d through steam valve 26, serves to keep the pump 
operating slowly, thus avoiding trouble from the condensation of 
steam, which would otherwise accumulate. 

Number 35 is a drip pipe connection to the chamber immedi- 
ately below piston 28. Its purpose is to permit any steam that 
may leak past the steam valve 26 or any air that may leak past 
piston 28 to escape to the atmosphere. To guard against the drip 
pipe freezing, the pipe leading from the connection E should be 
made as short as practicable. 



30 WESTINGHOUSE AIR PUMP GOVERNORS. 

DUPLEX PUMP GOVERNOR WITH SIAMESE 

FITTINGS. 

Plate 1 1 shows a sectional view of the duplex pump governor. 
By comparing Plate 1 1 with Plate lo it will be seen that both the 
diaphragm bodies and the steam valve body of the duplex gov- 
ernor are exactly the same as the corresponding parts of the 
single governor. The only difference between the two governors 
is that the duplex governor is provided with the Siamese fitting 
and an extra diaphragm case. This governor is nothing more 
than a combination of two diaphragm bodies with one steam valve 
body, and it operates in the same manner as the single governor. 
Only one of the diaphragms acts at a time, and therefore no fur- 
ther description is necessary. Connection B of the pump gov- 
ernor leads to the boiler ; connection P leads to the pump ; con- 
nection ]\IR leads to the main reservoir, and BV to the brake 
valve, as shown on Plate ii. 

On the D-8 brake valve the W connection leads to the brake 
pipe instead of the main reservoir. 

The normal position of the pump governor. is open, as shown 
on Plate ii. 

Cleaning and Changing Pressures. When for the purpose 
of cleaning it becomes necessary to relieve the pressure on a gov- 
ernor, which is connected directly to the brake pipe, with a D-8 
brake valve^ the cut-out cock below the brake valve should be 
turned and the pump shut off. The brake valve should be put in 
service position, the pressure drained from the governor, the ten- 
sion on the regulating spring released, the spring casing removed 
and the governor cleaned with a piece of soft wood. 

To reduce the pressure with a single governor,- with a G-6 
brake valve, the cut-out cock below the valve should be turned, 
the main drum pressure drained either by using the bleed cock 
or taking off the handle of the brake valve, turning it upside down 
and turning the rotary so as to bring the large supply port a in 
communication with the direct application and emergency port. 
Or, the main reservoir can be drained by placing the brake valve 



WESTINGKOUSE AIR PUMP GOVERNORS. 31 




PLATE 11. 



32 WESTIXGHOUSE AIR PU.AIP GOVERNORS. 

handle in full release position and opening the angle cock on the 
rear of the tender. The first and second methods of draining are 
preferable, as foreign matter is not drawn through the brake 
valve. The tension of the regulating spring should then be 
released, the spring box disconnected from the governor body 
and the governor cleaned. 

The low pressure governor of the duplex, with the G-6 brake 
valve, in freight service, can be cleaned in the same manner as the 
governor with the D-8 brake valve. 

The pressure can be reduced from the high pressure governors 
of the duplex and the high speed in the same manner as the single 
governor with the G-6 brake valve previously described. 

To relieve the pressure from the low pressure governor of 
the high speed brake valve, the cut-out cock in the low pressure 
piping to the governor should be turned, and in all cases when the 
pressure of the governor is relieved the pump should be shut off 
when the pressure of the main drum is drained through the angle 
cock, and the brake valve should be reported as cleaned on the 
completion of the trip. 

Governor Inoperative. If the low pressure of the duplex 
governor in freight service becomes inoperative, a blind gasket 
should be placed in the pipe connections leading to the low pres- 
sure governor and the high pressure governor regulated to carry 
the required excess pressure. 

If the high pressure governor becomes inoperative, a blind 
gasket should be placed in the pipe connections leading to the 
high pressure governor and the pump throttled while the brake 
valve is on lap or in service position, or the piping can be 
changed from the high pressure to the low pressure governor 
and from the low pressure to the high pressure governor, and a 
blind gasket placed in the pipe connections of the high pressure 
governor. 

The low pressure governor should then be regulated to carry 
the required excess pressure. 

If tlie high pressure governor of the high speed brake is in- 



WESTINGHOUSE AIR PUMP GO\'ERXORS. 33 

operative, a blind gasket should be placed in the pipe connection 
leading to the high pressure governor, the low pressure governor 
then cut in and regulated to carry the high pressure required by 
the high speed brake. 

If the low pressure governor is defective, the cut-out cock in 
the pipe connection leading to the low pressure governor should 
be turned and the high pressure governor regulated to carry 
either the low or the high pressure as may be desired. 

Governor Cut Out. If the governor will not allow maxi- 
mum pressure to be attained after all remedies have been applied 
as previously described, the air pipe leading to the governor 
should.be disconnected, a blind gasket inserted between the pipf 
connections and the governor or the pipe connections at the brake 
valve, and the throttle used to regulate the speed of the pump 
during the remainder of the trip. 

DEFECTS OF PUMP GOVERNORS. 

If pin valve 47 leaks, it will allow air pressure to flow in on 
top of air piston 28. If the leakage is greater than the amount 
of air escaping from the relief port C, the pressure will force the 
air piston down and completely stop the pump. 

Leaks in the governor can be detected by noting whether the 
air is escaping out of vent port C when the pump is working, 
which would indicate that the pin valve 47 is held from its seat 
by foreign matter. If no air blows out of vent port C, it should 
be noted whether air is leaking by the spring casing where it is at- 
tached to the body of the governor, or whether air is leaking out 
of the vent port in the spring casing, which would indicate a 
leak past diaphragm 42. 

If 'the governor allows too high a pressure, it may be due to 
the tension of regulating spring 41 being set too high, a leak 
by diaphragm 42 with the port in the spring casing stopped up, 
the strainer in the pipe connection to the governor becoming 
stopped up, the passageway leading from the pipe connection to 



34 WESTINGHOUSE AIR PUMP GOVERNORS. 

the chamber being stopped, passageway b becoming stopped up, 
governor piston 28 becoming stuck in the bushing, a stopped up 
waste pipe, scales under steam valve 26, steam valve becoming 
badly cut, pin valve 47 being too long, the head being off. the pin 
valve, or spring 48 broken. Any one of these defects will pre- 
vent the governor from operating and will allow the pump to con- 
tinue working. 

If the pump stops before the maximum pressure has been 
reached it may be due to the tension of the regulating spring 41 
being too weak, or the spring broken, pin valve 47 being held 
from its seat by foreign matter, or vent port C being stopped up. 

To distinguish whether the trouble is in the pump or the gov- 
ernor, if the pressure is not maintained, the pressure which con- 
trols the governor should be reduced. If the pump goes to work 
the fault is in the governor, but if the pump does not go to work 
all pressures should be reduced on the governor before attributing 
the fault to the pump. 



3S 



DUPLEX AIR GAUGE. 



The duplex air gauge shows shnultaneously the pressures in 
the main reservoir and the brake pipe. One hand (usually col- 
ored red) indicates the main reservoir pressure, while the other 
(colored black) shows the brake pipe pressure. It is in reality 
two gauges combined in one, the same dial serving for both 
hands. 




PLATE 12— FIGURE 1. 

Description and Operation. Plate 12, Fig. i, shows an ex- 
terior and Fig. 2 an interior view of the Westinghouse Duplex 
Air Gauge. Fig. 2 shows two bent tubes, A and B, elliptical in 
shape. Tube B is connected to the fitting T, and tube A to fit- 
ting M. The bottom ends of the tubes are held fast and the top 
ends are sealed and free to move. Their action is thus explained. 
If a tube or an elliptical section is bent, and then filled with in- 
ternal pressure, the force will tend to straighten the tube. This is 
due to the fact that an inner force of pressure tends to make the 
tube round. In assuming the round form, the concave side A 
of the bent tube tends to lengthen while the convex side tends 
to shorten. These combined effects tend to straighten the tube 
outward and impart a movement to the free end. Tube A is 
connected to one end of lever ^; o- by means of link c. This lever 



36 



DUPLEX AIR GAUGE. 



is pivoted at e and the end ; has the form of a toothed sector 
which meshes with a pinion on spindle /. Spindle / carries the 
red hand of the gauge and rotates within a hollow spindle /, 
which carries the black hand. Tube B is connected by link h to 
levers / and ^ at a point below the fulcrum or pivot, so that the 
black hand will be turned in the same direction as the red one. 

The lower ends of f and g have the form of a toothed sector 
which meshes with a pinion on hollow spindle / and operates the 
black hand. 




FIGURE 2— PLATE 12. 
Testing Gauge. The air gauge can be tested by placing the 
brake valve in full release position and watching the gauge 
while. the pressure is being pumped up. If both hands do not 
move up together the gauge is out of order, as when the brake 
valve is in this position the main reservoir and brake pipe pres- 
sures remain equal. The two hands should register alike, but if 
they register within three pounds of each other the gauge may be 
considered as approximately correct. 



37 



ENGINEER'S BRAKE VALVES. 



THE D-8 BRAKE VALVE. 

The D-8 brake valve^ being one of the old types of valves, has 
been superseded to a great extent by the more modern brake 
valves, causing the old types to become nearly obsolete, though 
still used to some extent on small engines. 

Plates 13 and 15 are sectional views of the brake valve in re- 
lease position. Plate 14 is a plan view of the rotary valve seat. 

A pipe connected at R (Plate 13) leads to the red hand con- 




"D-8" ENGINEER'S BRAKE VALVE. 
PLATE 13. 

nection of the air gauge, and a pipe from W leads to the black 
hand connection. The pipe secured at T leads to the equalizing 
reservoir and the. pipe from V connects the brake pipe with the 
pump governor. The brake pipe is connected at Y and air from 
the main reservoir enters the brake valve at X, and always has 
access to the chamber above rotary valve 13, its further course 
being governed by the position of the rotary valve. 



38 



ENGINEER'S BRAKE VALVES. 



Positions. There are five different positions of the brake 
valve handle, namely, release, running, lap, service application 
and emergency application. As the engineer faces the valve, the 
position farthest to his left is release, and the other positions fol- 
low to the right as illustrated, in the order named, with the ex- 
ception of the lap position, which is to the left of service position. 



l*Pe»iT)0*i rom 




24-* To Small PcdCMvMi 



"D-8" ENGINEER'S BRAKE VALVE. 
PLATE 14. 

Release Position. When the brake valve is in release posi- 
tion, main reservoir air is conducted to the brake pipe at Y by 
supply port a in rotary valve 13, cavity b in its seat, cavity c, 
which in this position overlaps both cavity b, passage /, /, and 
passage b. Port ; of the rotary valve registers with port e in the 
valve seat, so that chamber D above equalizing piston 17 and the 
equalizing reservoir, connected therewith through port S and the 
pipe secured at T, are in direct communication with the main 
reservoir (Plate 15). Equalizing port g, shown by the dotted 
lines on Plate 16, is in communication with cavity c of the rotary 
valve. Chamber D is also supplied through this port. If the 
brake valve is allowed to remain in release position a pressure 



ENGINEER'S BRAKE VALVES. 



39 



of seventy pounds will exist in the main reservoir and throughout 
the brake system, and the governor v^ill cause the pump to stop. 
The pump governor, being connected to the brake pipe, is adjusted 
to cut off the steam supply as soon as the full brake pipe pressure 
has been secured. To obtain excess pressure in the main reser- 
voir the brake valve handle must be moved to running position. 




■**D-8" ENGINEER'S BRAKE VALVE. 
PLATE 15. 

Running Position. When the brake valve is in running po- 
sition, port i of the rotary valve registers with passage /, leading 
to excess pressure valve 21, which is held to its seat by excess 
pressure spring 20, the tension of which is equal to a pressure of 
20 pounds per square inch. Air frorii the main reservoir flows 
through port / into passage /_, where it encounters the excess 
pressure valve, which is held to its seat by brake pipe pressure and 
spring 20. When the pressure in passage / exceeds that in the 



40 ENGINEER'S BRAKE VALVES. 

brake pipe by more than twenty pounds, the excess pressure valve 
is forced from its seat, compressing spring 20, and the air flows 
through passages / and / into the brake pipe, as shown on Plate 
■ 14. Port g, leading through the rotary valve seat to chamber D, 
still communicates with cavity c, which also overlaps passage // 
causing equalizations of the pressure in the brake pipe and cham- 
ber D, the latter being connected Avith the equalizing reservoir 
as previously explained. With the brake valve handle in run- 
ning position, the pump governor will cut off the steam supply 
when the brake pipe pressure reaches seventy pounds, but the 
interposition of the excess pressure valve has caused a pressure 
twenty pounds greater than that in the brake pipe to accumulate 
in the main reservoir, so that the main reservoir pressure is 
ninety pounds. 

Lap Position. When the rotary valve* is in lap position, 
all ports are operatively blanked. If the pump is started with the 
valve in this position no air can reach the brake pipe to operate 
the pump governor, and the pump will continue working until the 
main reservoir pressure has become about equal to the steam pres- 
sure in the boiler. 

Service Application Position. When the valve is in this po- 
sition, communication between the main reservoir and the brake 
pipe, and also between the brake pipe and chamber D, is cut off, 
and the cavity in the lower face of the rotary valve connects port 
e with the small preliminary exhaust port h, whereby air is dis- 
charged from chamber D to the atmosphere. The resultant re- 
duced pressure in chamber D and the equalizing reservoir permits 
the greater brake pipe pressure below the equalizing piston to 
raise it, unseating the brake pipe discharge valve. The brake pipe 
air then discharges through passage n into the atmosphere until 
the pressure becomes a trifle less than the pressure remaining in 
chamber D, which forces the piston downward, reseating the 
valve. 

Emergency Application Position. While the brake valve 
is in this position, cavity c of rotary valve 13 overlaps both the 



ENGINEER'S BRAKE VALVES. 



41 



large "direct application and supply port" / and ''direct applica- 
tion and exhaust port" k. A large direct passage is thus pro- 
vided for quickly, discharging brake pipe pressure to the atmos- 
phere, and the resulting sudden reduction of brake pipe pressure 
causes an emergency application of the brake. 

Port e is slotted to the right (Plate 14), this slot being pro- 




"D-S" ENGINEER'S BRAKE VALVE. 

Release Position. 

PLATE 16. 



vided in order that there may be no position between the release 
and running positions, in which communication between the 
main reservoir and the brake pipe is wholly cut off. If the 
rotary valve is so moved that port ; is above the space between 
ports e and /, main reservoir air can still feed through the slotted 
port into chamber D, thence through port g, into cavity c of the 
rotary valve and through passage / into the brake pipe at Y. 



42 ENGINEER'S BRAKE VALVES. 

Port e also serves to allow the main reservoir pressure to reach 
chamber D above the equalizing piston when the valve handle is 
being moved to release position. The connection is established 
as soon as port / in the rotary valve comes into register with 
slotted port e in the rotary valve seat. 

Pressures. When the brake valve is in full release position 
there is one large direct opening leading from the main reservoir 
to the brake pipe, and two small ports open leading to chamber 
D (Plate 16). 

There will be a pressure of seventy pounds accumulated in 
the main reservoir, chamber D and the brake pipe if the pump is 
started with the valve in this position. 

When the brake valve is moved to running position, air can- 
not pass to the brake pipe until excess pressure has been attained. 
In order for the air to pass to the brake pipe it must unseat the 
excess pressure valve, which cannot be done until the air pressure 
exceeds the tension of the valve spring. 

When this style of valve is in running position, there is a 
pressure of ninety pounds in the main reservoir and seventy 
pounds in the brake pipe. As soon as these pressures have been 
attained, the pump governor, which is controlled, by brake pipe 
pressure, stops the pump. 

If the pump is started with the valve in running position, the 
red hand will go up to twenty pounds before the black hand 
moves. They should continue to raise twenty pounds apart, and 
stop with the red hand at ninety and the black hand at seventy 
pounds. 

DEFECTS OF THE D-8 BRAKE VALVE. 

If the rotary or excess pressure valve leaks, the pump, after 
stopping, will not start again until the brake pipe and main reser- 
voir pressures have been reduced below seventy pounds, or the 
pressure at which the governor is set. 

If no air will pass into the brake pipe when the brake valve 
is in running position, the trouble will be due to the excess pres- 



ENGINEER'S BRAKE VALVES. 43 

sure valve being stuck to its seat. When this occurs, the handle 
of the brake valve should be placed in full release position until 
the valve and chamber can be cleaned. 

If the red hand stands at eighty and the black hand at seventy 
pounds, when the pump stops, and the valve is in running posi- 
tion, the excess pressure spring is too weak. But if the red 
hand registers over ninety and the black hand at seventy pounds, 
the excess pressure spring is too strong. 

If the excess shows less than twenty pounds it should be ad- 
justed. The cut-out cock below the brake valve should be turned, 
the brake valve placed in service position, the pump shut off and 
the spring taken out and pulled apart or stretched, so as to 
lengthen it, which will strengthen it. Or, a washer can be placed 
between the cap and the spring, to increase the tension. 

If the excess pressure is over twenty pounds it is evident that 
the spring is too long, or rather too strong. When this occurs a 
piece should be cut ofif the spring, and it is better to make several 
small cuts than one large one, or too much may be taken off by 
the first cut. 

At whatever pressure the pump governor may stop the pump, 
as long as the main reservoir pressure is twenty pounds in excess 
of the brake pipe pressure, the excess pressure spring has the 
right tension. 

If the red hand stands at eighty and the black hand at sixty 
pounds or the red hand at one hundred and the black hand at 
eighty pounds, it indicates that the pump governor needs adjust- 
ing. 

If the brake valve fails to maintain excess pressure, the diffi- 
culty is caused either b}^ a leaky rotary valve or by dirt accumu- 
lating on the seat of excess pressure valve 21. 

Distinguishing Leaks. A leaky rotary valve can be dis- 
tinguished from a leaky excess pressure valve by placing the 
brake valve in lap position. If the pressure continues to equalize 
it will be a leaky rotary, but if the pressure does not equalize the 
trouble will be caused by a leaky excess pressure valve. 



44 



ENGINEER'S BRAKE VALVES. 



Gauge Indications. When the brake valve handle is mid- 
way between the service and full emergency positions the black 
hand may show main reservoir pressure, although it is known 
by the position of the valve that there is no air in the brake pipe. 
This indication is due to the construction of the valve. When it 
is in this position, port / of the rotary stands over port g in the 
rotary seat, which leads to chamber D. Chamber D is charged 
to main reservoir pressure and the black hand registers chamber 
D pressure. 

EQUALIZING RESERVOIR. 

The small equalizing reservoir or brake valve reservoir, com- 
monly called the little drum (Plate 17), is usually placed under 
the cab footboard. A pipe leads from this small drum to the 
engineer's valve which is connected at T, as shown on Plate 13. 
The air can then pass through port ^ and chamber D. The equal- 




PL ATE 17, 



izing reservoir serves to increase the capacity of chamber D, 
without an enlargement of the engineer's brake valve. Chamber 
D being of a small capacity, it would be impossible to make a 
gradual service application of the brakes without the increased 
volume furnished by the little drum. 



ENGINEER'S BRAKE VALVES. 45 

The black hand of the air gauge is connected at the brake 
valve, and it therefore indicates chamber D and brake pipe pres- 
sures. The equalizing piston 17 separates chamber D from the 
brake pipe pressure. The pressure in chamber D acts in holding 
the equalizing piston dov^n, and brake pipe pressure tends to force 
it upward. 

Purpose of the Small Drum. The purpose of the small 
drum is to increase the volume of air on top of the equalizing 
piston in the engineer's brake valve. The air in the small cavity 
over the equalizing piston is sufficient to hold the piston to its 
seat, but there is not a sufficient volume to drav^ from when 
making a service reduction. 

If the engineer's brake valve was placed in service position 
and there was no equalizing reservoir to furnish an additional 
volume of air on top of the equalizing piston, the small volume 
of air on top of the piston would be exhausted in a flash, the black 
hand on the gauge would fall to the pin, the equalizing piston 
would raise full stroke and all of the brake pipe pressure w^ould 
rush to the atmosphere through the brake pipe exhaust, causing 
the engineman to lose control of the brakes. 

Time Consumed for Preliminary Exhaust. When a serv- 
ice application of the brakes is made it will ordinarily take from 
five to seven seconds to reduce chamber D pressure from seventv 
to fifty pounds, depending on the size of the equalizing reservoir. 

DEFECTS OF THE EQUALIZING RESERVOIR AND ITS 
CONNECTING PARTS. 

If the reduction from chamber D takes place too slowly it 
may be due to the preliminary exhaust port being partly stopped 
up, packing rings in equalizing piston leaking, gasket 32 leaking 
from main reservoir to chamber D, with the G-6 valve, or gasket 
22 leaking from the brake pipe to chamber D, with the D-8 brake 
valve. 

If there is too rapid a reduction from chamber D it may be 
due to a leak in the pipe connection to the gauge, the bleeder in 



46 ENGINEER'S BRAKE VALVES. 

the small drum leaking, or the drum being partly filled with 
water, the preliminary port e being too large, or the choke being 
partly stopped up between chamber D and the small drum. 

Cutting Out .the Drum. If the small drum springs a leak 
while on the road, a plug or a blind gasket should be put in the 
connection leading to it and the brake pipe exhaust plugged. 
The brake valve can then be used in the emergency application 
position for making service stops. The valve should be moved 
to the emergency port carefully in order to avoid quick action. 
When a service reduction has been made and the brake valve is 
being returned to lap position^ it should be done carefully, in 
order to allow the port to be closed slowly and the surge of air 
from the rear portion of the brake pipe to escape to the atmos- 
phere slowly, thus preventing the kicking off of the brakes on 
the head end of the train, which would otherwise cause the train 
to part, in addition to losing the braking power of the brakes so 
released. 



THE G-6 ENGINEER'S BRAKE VALVE. 

The D-5, E-6 and F-6 brake valves are practically identical, 
the different letters and figures simply referring to the same 
valve The G-6 valve is also the same, except that the slide valve 
feed valve supplants the former feed valve attachment. 

Before describing the operation of the brake valve, it may be 
of benefit to the reader to define a few terms which are in 
common use. 

Excess Pressure. The difference between the pressure in the 
main reservoir and that in the brake pipe is usually from twenty 
to sixty pounds, when the train brake apparatus is fully charged. 
Excess pressure combined with an abundance of main reservoir 
capac^'^y insures prompt release and recharging. The amount of 
excess pressure to be carried is determined by the character of 
the road, length of train and size of main reservoir. 



ENGINEER'S BRAKE VALVES. 



47 



Air Gauge Connections. The red hand of the gauge connec- 
tion is piped to R (Plate i8), and indicates main reservoir pres- 
sure. A tee is usually inserted in this pipe for a pipe connection 
to the pump governor, which is generally adjusted to cut off the 
steam supply when the main reservoir pressure has reached ninety 
pounds. The black hand of the gauge connection is piped to W, 




♦'G-6" ENGINEER'S BRAKE VALVE. 
PLATE 18. 



and is directly connected to the equalizing reservoir; this hand 
also indicates the brake pipe pressure. The black hand is usually 
referred to as the brake pipe, and the red hand as the main 
reservoir pressure. 



48 ENGINEER'S BRAKE VALVES. 

Standard Pressures. The customary standard brake pipe 
pressure is seventy pounds, while ninety pounds is considered as 
standard main reservoir pressure, but these pressures may be 
modified to meet special conditions. In the following description 
seventy pounds will be considered the standard brake pipe pres- 
sure and ninety pounds the standard main reservoir pressure. 

Release Position. The purpose of this position is to provide 
a large and direct passage from the main reservoir to the brake 
pipe, thereby permitting a rapid flow of air into the latter, and 
insuring a quick release and recharging of the brakes. Release 
is the position shown on Plate i8. By referring to Plate 2, it 
will be seen that a pipe leads from the main reservoir to the 
brake valve. It is connected at X (Plate 18), and when the brake 
valve is in release position main reservoir air flows through 
passage A to the chamber above rotary valve 14, thence through 
port a in that valve, cavity b in its seat 3, cavity c in the valve 
(which overlaps cavity b) and passage /, /', to^the brake pipe at Y. 
Port g, being then also exposed to cavity c^ simultaneously con- 
ducts air into chamber D above equalizing piston 18. By means 
of passage S and a pipe connected at T, chamber D is always in 
open communication with the equalizing reservoir shown on 
Plate 2. Port ; of the rotary valve registers with port e in its 
seat, and air is also conducted through these ports to chamber D. 
It thus occurs that in release position two small ports feed the 
equalizing reservoir and one large port supplies the brake pipe. 

The purpose of the equalizing reservoir with this valve is to 
increase the volume of chamber D above piston 18, and answers 
the same purpose as explained with the D-8 brake valve. 

While the brake valve is in release position, warning port r, 
shown by the dotted lines (Plate 19), which is of very small area, 
discharges main reservoir pressure to the atmpsphere with con- 
siderable noise, attracting the engineer's attention if he subse- 
quently neglects to move the valve to running position. If this 
brake valve were allowed to remain in release position a pressure 
of ninety pounds would result, not only in the main reservoir, 



ENGINEER'S BRAKE VALVES. 



49 



but also in the equalizing reservoir, brake pipe and auxiliary 
reservoirs, as in this position they are all in direct communication 
with each other. To stop the escape of air through the warning 
port and to prevent overcharging of the brake system, the valve 
is moved to running position. 

Running Position. This is the proper position of the brake 




"G-6" ENGINEER'S BRAKE VALVE, 
PLATE 19. 

valve when the brake apparatus is charged and ready for appli- 
cation. In this position (shown on Plate 19), the main reservoir 
pressure attains the proper excess above that in the brake pipe. 
This pressure is -always present in the chamber above rotary 
valve 14 and is conducted by port ; and passages / and /' into 



50 



ENGINEER'S BRAKE VALVES. 



chamber F. Thence, as hereafter explained, its course is through 
the feed valve, from which it is conducted by passages i, I and /' 
into the brake pipe at Y (Plates 20 and 21). Port g still con- 
nects chamber D with cavity c of the rotary valve, and, as cavity 
c still overlaps passage I, the equalizing reservoir and brake pipe 
are directly connected. The same pressure consequently exists 
above and below equalizing piston 18. The feed valve is ad- 




"G-6" ENGINEER'S BRAKE VALVE. 
PLATE ^0. 

justed to cut off the air supply to the brake pipe when the pressure 
reaches seventy pounds. The pump governor will not stop the 
pump until the main reservoir pressure reaches ninety pounds. 

Lap Position. This position, the second from release, is that 
in which all ports are operatively blanked. After the preliminary 
discharge of air for a service application of the brakes, the valve 
handle is placed in lap position until it is desired to make a 
further brake pipe reduction, or to release the brakes. If the 



ENGINEER'S BRAKE VALVES. 



51 



pump is started with the brake valve on *1ap," the result will be 
a pressure of ninety pounds in the main reservoir and nothing in 
the brake pipe, when the pump is stopped by the governor. 

Service Application Position. This position is the third 
from release, and is used to cause a service application. A groove 
in the lower face of rotary valve 14 connects port e with groove h 




BP 

PLATE 21. 

in its seat (Plate 21), causing air to be discharged from chamber 
D and the equalizing reservoir, through port k into the atmos- 
phere, thus reducing the pressure above piston 18. The greater 
pressure in the brake pipe below the piston thereupon forces it 
upward and unseats the discharge valve, and brake pipe air dis- 
charges through port m and passages n and n' of the. exhaust 



53 



ENGINEER'S BRAKE VALVES. 



fitting, into the atmosphere. The desired reduction of pressure 
in chamber D having been made, the valve is moved back to lap 
position. It is to be observed, however, that after the valve has 
been moved to this position, air will continue to discharge from 
the exhaust fitting, until the pressure in the brake pipe has been 
reduced to a trifle less than that in chamber D and the equalizing 
reservoir. Piston i8 then automatically forces the discharge 




PLATE 22. 

valve to its seat, through the action of the greater pressure, upon 
its upper surface. Ordinarily a reduction of from five to eight 
pounds in brake pipe pressure is sufficient for an initial applica- 
tion of the brakes. 

Emergency Application Position. This position, which is 
the farthest from release, is used for an emergency application of 



ENGINEER'S BRAKE VALVES. 53 

the brakes. Direct application and exhaust port k and direct 
appHcation and supply port / are directly connected by means of 
large cavity C in rotary valve 14, which in this position overlaps 
both, thus permitting a rapid discharge of brake pipe air through 
the large ports. The resulting sudden reduction of brake pipe 
pressure causes a nearly instantaneous application of the brakes 
throughout the train (Plate 22). 

Difference in Types. The G-6 valve is the type most com- 
monly used, but the D-8 type is also used to some extent, prin- 
cipally on light power. These two valves are alike in principle, 
and the same results are obtained by a differential construction 
of the valve, both valves having the same positions. 

The difference in the pipe connections of the two valves is, 
that on the G-6 valve the pipe leading to the pump governor is 
connected with the main reservoir pressure, while on the D-8 it is 
connected with the brake pipe. 

The G-6 has larger ports than the D-8 valve, and chamber D 
air is exhausted through the direct application and exhaust port ; 
it also has a warning port in the rotary, and a feed valve, with the 
brake pipe governor connected to it. 

Regulation of Pressures. If the red, or main reservoir 
gauge hand, with a G-6 brake valve shows a pressure that is too 
high or too low, it is the fault of the governor, and it should be 
regulated by means of adjusting screw 40. The tension of the 
screw should be slacked off for less excess pressure and tightened 
down for increased pressure. 

If the black, or brake pipe gauge hand, shows too high or too 
low pressure, the feed valve needs regulating. Cap 66 should be 
taken off and regulating nut 65 adjusted until the brake pipe pres- 
sure stands at seventy pounds. 

DEFECTS OF THE G-6 BRAKE VALVE. 

When the brake valve handle is in running position and the 
brake pipe pressure gradually increases, it indicates that air is 
leaking from the main reservoir into the brake pipe. This may 



54 ENGINEER'S BRAKE VALVES. 

be due to (i) the rotary valve leaking; (2) leaky gasket 32, 
allowing air to leak into chamber D and thence through the 
equalizing port to the brake pipe; (3) feed valve gasket 27 leak- 
ing; (4) diaphragm 43 leaking with vent port in spring box 
chamber 42 stopped up; (5) a leak past supply valve 34. 

Leaky Rotary. A leaky rotary valve would destroy excess 
pressure, as it will allow the main reservoir pressure to feed by 
the bridge of the rotary into the brake pipe, thus equalizing the 
brake pipe pressure with that in the main reservoir. This defect 
is considered dangerous at all times, particularly so if the engine- 
man is not aware of the leakage. 

When applying the brakes with a leaky rotary, a sufficient 
reduction should be made to get the pistons past the leakage 
grooves, and a slight blow, sufficient to overcome the leakage 
from the main reservoir, should be allowed from the brake pipe 
exhaust, which will cause the black hand to fall gradually, until 
it is necessary to release the brakes or come to a stop. 

When testing for a leaky rotary valve or valve seat, the engine 
should be detached from the train, the brakes should be set with 
a reduction of from ten to fifteen pounds and the brake valve 
placed in lap position. If the black hand gradually creeps up and 
the brake releases, the rotary valve is leaking. 

Distinguishing Leaks. To distinguish between a leaky gasket 
32 and a' leaky rotary valve of the G-6 valve with the lone engine, 
the brake valve should be placed in service position, and all the 
pressure drained from the brake pipe and chamber D. If the 
blow continues at the direct application and emergency exhaust 
ports, the trouble is caused by gasket 32 allowing pressure to 
leak from the main reservoir across the gasket on top of equaliz- 
ing piston 18. If the blow ceases at the emergency exhaust after 
the pressure has been reduced, and continues at the brake pipe 
exhaust, the trouble is due to a leaky rotary valve. 

To distinguish between a leaky rotary valve and a leaky feed 
valve or gasket 27, the cut-out cock below the brake valve should 
be turned and the valve placed in lap position. If the pressures 



ENGINEER'S BRAKE VALVES. 55 

equalize it is a leaky rotary valve. If the hands remain separated 
on lap position, it is the feed valve or gasket 27. 

To distinguish between a leak from gasket 2J and one from 
the feed valve, the brake valve should be placed in service position 
and spring box 40, diaphragm and piston 45 removed. The brake 
valve should then be placed in running position. If air blows by 
supply valve 34 it is the supply valve that is leaking, but if air 
blows out of port i in the chamber B above piston 45, the leak is 
past gasket' 2.J. 

A leaky equalizing piston packing ring can be distinguished 
from a leak at gasket 32, or the preliminary port being partly 
stopped up, by placing the brake valve in lap position with full 
pressure in the brake pipe and chamber D, and opening the brake 
pipe angle cock, draining the brake pipe. The leaky piston pack- 
ing ring will then allow chamber D pressure to flow into the brake 
pipe and the gauge will indicate the leakage. Or, with a long 
train, after a reduction has been made in chamber D^ the engine- 
man should note whether the black hand gradually raises during 
the escape of air at the brake pipe exhaust and stops raising when 
the brake pipe exhaust ceases. If it does, it indicates that the 
equalizing piston packing rings are leaking. 

To distinguish a leaky gasket 32 from a partly stopped up 
preliminary port, place the brake valve in service position and 
draw off all of chamber D pressure. If the blow continues 
through the preliminary exhaust it indicates a leaky gasket 32, but 
if it ceases blowing it indicates a partly stopped up preliminary 
port. 

If the preliminary reduction is longer than from five to seven 
seconds with a long train, the reduction in the brake pipe will 
take place so slowly that it will not get the pistons past the leakage 
grooves on the rear cars. 

Equalizing Piston Packing Rings. If the packing rings are 
too tight, while reducing the pressure in chamber D, the brake 
pipe pressure will not respond until an unusually heavy reduction 



56 FEED VALVES. 

in chamber D pressure has been made, when the equaUzing piston 
will suddenly raise (which would be likely to cause quick action 
of the brakes with a short train) ; also when the brake valve is 
on lap and there is a leak in the brake pipe, the gauge will not 
indicate it. 

The rotary valve, feed valve and excess pressure valve should 
be kept clean at all times in order that they may be in good 
working order, separating and maintaining their pressure prop- 
erly. 

THE OLD STYLE FEED VALVE. 

Plate 23 shows what is now usually known as the old style 
feed valve. 

When connected to the brake valve, passage /' registers with 
passage f of the brake valve (Plate 19), and passage i registers 
with passage i of the brake valve, which passage is connected 
with the brake pipe by means of passage /, I' (Plate 19) into 
which it leads. 

Piston 45 of the feed valve is subject to the upward pressure 
of regulating spring 39, and to the downward air pressure in 
chamber B above the piston. The tension of spring 39 is so 
adjusted by regulating nut 41 that a pressure of seventy pounds 
(or any desired brake pipe pressure at which it may be set) is 
necessary in chamber B to overcome it and force the piston down. 
An upward movement of the piston unseats supply valve 34, and 
a downward movement permits spring 35 to seat it. Chamber B 
always contains the same pressure as that in the brake pipe, as 
they are in open communication. 

When the brake valve is in running position and the pressure 
in chamber B is less than seventy pounds, regulating spring 39 
will raise piston 45 and unseat supply valve 34. Air from the 
main reservoir, coming through passage f, passes supply valve 34 
into chamber B, and thence discharges, through passage i and the 
corresponding passage i in the brake valve, into the brake pipe. 

When the pressure in the brake pipe and chamber B reaches 



FEED VALVES. 



57 



seventy pounds, it overcomes the tension of regulating spring 39 
and forces piston 45 downward, allowing spring 35 to seat supply 
valve 34, and no further passage of air can take place through the 
feed valve until the pressure in chamber B and the brake pipe 



4443 




PLATE 23. 



becomes, by leakage or otherwise, so reduced that the regulating 
spring can again force the piston upward and unseat the supply 
valve. 



58 FEED VALVES. 

DEFECTS OF THE OLD STYLE FEED VALVE. 

A leaky supply valve may be caused by a damaged or im- 
perfect seat, or foreign matter on the seat. If the trouble is 
caused by dirt, the valve should be held under an open gauge 
cock and then wiped off with a piece of clean waste. It should 
never be scraped with a sharp instrument, as the valve seat is of 
soft metal, and the use of hard metal would be likely to scratch 
and ruin the seat. The best method of cleaning it is to use a 
piece of soft wood, with coal oil and waste. 

To remove the valve, it will be necessary to proceed as with 
the excess pressure valve of the D-8 brake valve. 

If spring box 40 (Plate 23) is screwed up too tightly, or 
carelessly, diaphragm 43 is likely to be pinched off, squeezed out, 
or arched up in such a manner as to prevent the upward and 
downward movement of feed valve piston 45, thus preventing the 
supply valve from seating and allowing the main reservoir pres- 
sure to flow unobstructedly into the brake pipe until the pressures 
are equal. This leak can be detected by a waste of air at the relief 
port at the bottom of cap nut 42. 

If the feed valve fails to separate or maintain the proper 
pressures, after all efforts to remedy the defect have failed, supply 
valve 34 should be removed and the governor regulated to carry 
seventy pounds, or whatever brake pipe pressure is desired. 



THE SLIDE VALVE FEED VALVE. 

Plates 24 and 25 illustrate the device known as the slide valve 
feed valve, which may be used with either the D-5, E-6, F-6 or 
G-6 brake valve to maintain a predetermined brake pipe pres- 
sure while the brake valve is in running position. 

Plate 24 shows a central section through the supply valve case 
and governor device, and Plate 25 shows a central section through 
the regulating valve and spring box, and a transverse section 
through the supply valve case. 



FEED VALVES. 



59 



Ports f and i register with ports in the brake valve designated 
by similar letters on Plate ig, and in running position the main 
reservoir pressure constantly has free access through passages f 
and / to chamber F. Chamber E, which is separated from cham- 




^— B6 



ber F by supply valve piston 54, is connected with passage 
i, and thus with the brake pipe, through passage c, c, port a and 
chamber G, above diaphragm 57. Regulating valve 59 is nor- 
mally held open by diaphragm 57 and regulating spring 6y, the 



6o 



FEED VALVES. 



tension of which is adjusted by regulating nut 65, and when open 
chamber E is in communication with the brake pipe. 

When the handle of the brake valve is in running position, 




PLATE 25. 



air pressure from the main reservoir in chamber F forces supply 
valve piston 54 forward, compressing its spring 58, carrying 
supply valve 55 with it and uncovering port b, thereby gaining' 
entrance directly into the brake pipe through passage i, i. The 
resulting increase of pressure in the brake pipe and in chamber G 



FEED VALVES. 6i 

above diaphragm 57 continues until it becomes sufficient to over- 
come the tension of regulating spring 67, adjusted at seventy 
pounds. Diaphragm 57 then allows regulating valve 59 to be 
seated by spring 60, thus closing port a, and cutting off all com- 
munication between chamber E and the brake pipe. The pressures 
in chambers F and E then become equalized, through leakage past 
supply valve piston 54, and supply valve piston spring 58, which 
is compressed by the relatively high pressure in chamber F, now 
reacts and forces supply valve 55 to its normal position, closing 
port b and cutting off communication between the main reservoir 
and the brake pipe. A subsequent reduction of brake pipe pres- 
sure reduces the pressure in chamber G and permits regulating 
spring 6y to force regulating valve 59 from its seat, thereby 
causing the accumulated pressure in chamber E to discharge into 
the brake pipe. The equilibrium of pressure upon the opposite 
faces of supply valve piston 54 being thus destroyed, the higher 
main reservoir pressure in chamber F again forces it, together 
with supply valve 55, forward and recharges the brake pipe 
through port b. 

The lower portion of the slide valve feed valve is in principle 
and construction almost identically the same as the feed valve of 
the F-6 brake valve, and is subject to the greater portion of the 
latter's defects. The slide valve, or its upper part, requires very 
little attention other than an occasional cleaning and oiling. In 
order to clean the feed valve while the system is charged with air, 
it is necessary to .proceed as with other types of the Westinghouse 
brake valve. 

DEFECTS OF THE SLIDE VALVE FEED VALVE. 
Defects of this type of feed valve that will result in over- 
charging the brake pipe are, slide valve 55 held from its seat by 
foreign matter, face or seat of the valve cut, piston 54 stuck in 
the bushing with the slide valve open, the grooves of the loose 
fitting piston clogged up so as to make an air-tight fitting piston, 
spring 58 back of the piston chamber broken, cap nut 53 loose 



62 FEED VALVES. 

and leaking so that the air in chamber E can escape to the atmos- 
phere (this will also allow the main reservoir pressure to hold the 
slide valve off its seat), regulating valve 59 held off its seat by 
dirt, spring 60 broken, tension of regulating spring 6y too great, 
or a leak by diaphragm 57 with the hole in spring box 62 stopped 
up. Any of these defects will cause the brake pipe and main res- 
ervoir pressures to equalize. 

Defects in the feed valve that will prevent main reservoir 
pressure from feeding to the brake pipe when the brake valve is 
in running position are, improper adjustment of regulating spring 
67, passage c, c, behind piston 54 becoming stopped up, thus allow- 
ing the pressures in chambers E and F to equalize and, with the 
aid of spring 58, keep slide valve 55 closed, or piston 54 fitting 
too tightly in the bushing so that the main reservoir pressure 
cannot force it over and permit air to flow to the brake pipe. But 
if piston 54 is fitted too loosely in the bushing, a greater volume 
of air will pass the piston than can escape at regulating valve 59, 
and will result in holding supply valve 55 and piston 54 closed. 

If the trouble is due to improper adjustment of regulating 
spring 67 it can be remedied by increasing the tension of the 
spring, but if it is due to passage c, c, being stopped up or piston 
54 being stuck shut in the bushing, with the slide valve to its 
seat, piston 54 and slide valve 55 should be entirely removed, 
cap nut 53 replaced and the pump governor regulated so that it 
will stop the pump at seventy pounds. If the duplex governor is 
used the ninety-pound governor should be regulated to seventy 
pounds. 



63 



WESTINGHOUSE TRIPLE VALVES. 

THE PLAIN TRIPLE VALVE. 

The plain triple valve is now used on locomotives and tenders 
only, it having been superseded on all other classes of equipment 
by the quick action triple valve. 



AUTOMATIC 



TO TRAIN PIPE 




PLATE 26. 



In the study of the triple valve, as well as other parts of the 
air brake or air signal equipment, a clearer understanding will 
result if one starts at the problem by first asking himself the 
question, which is the greater or controlling pressure acting on 



6.1. WESTINGHOUSE TRIPLE VALVES. 

the part in question? With this point thoroughly understood, 
the action of the parts under consideration can be readily traced; 
for example, if a brake pipe reduction is made, it is known that 
it will have the effect of lowering the pressure on the brake pipe 
side of the triple piston and cause the brake to apply. It is also 
known that when the brake pipe pressure is increased the ten- 
dency will be for the piston to move away from the greater brake 
pipe pressure, causing the brake to release. 

The different parts of the plain triple valve are shown on Plate 
26; 13 is the cut-out cock and handle; 8 the graduating stem; 
9 the graduating spring ; i and k. are feed ports ; 5 is the triple 
piston ; 6 is the slide valve ; 7 is the graduating valve, which works 
inside the slide valve; 12 is the piston packing ring. The pipe 
connections leading to and from the triple valve are also shown 
on Plate 26. 

Valve 13 permits the triple to be used as automatic air, or 
to be cut out entirely. 

The handle has two positions. The triple is cut in when the 
handle is standing at right angles to the triple. When the handle 
is placed at an angle of 45 degrees, ports r and e are blanked 
and the triple is cut out. 

There are several other kinds of triple valves beside the old 
style plain triple with the cut-out cock in the body of the valve. 
The other plain triples are larger in proportion, with larger ports, 
and the cut-out cocks are in the cross-over pipe instead of in 
the body of the triple (Plates 27 and 28). 

The normal position of the triple valve is release position, 
which allows the air to pass through the triple valve, charging 
the auxiliary reservoir. Air enters from the brake pipe connec- 
tion (Plate 28), passes through port e into graduating stem cast- 
mg /, thence through port g to chamber h. The piston being in 
release position and feed port i in the bushing being open, the 
air is free to pass to port i in the bushing and port k in the piston 
shoulder to chamber in and thence through the pipe connection 
to the auxiliary at R. 



WESTINGHOUSE TRIPLE VALVES. 



65 



Service Application. In service application, the operation of 
the plain triple valve is precisely the same as that of the quick 
action valve, which will later be described in all its various posi- 
tions. To apply the brakes for a service stop a gradual reduction 



To AUXILlARV RESERVOIR 




TO BRAKE PIPE 



PLATE 27. 



of brake pipe pressure is necessary, and for the purpose of illus- 
tration the first reduction will be assumed to be of five pounds, 
thus leaving a pressure of sixty-five pounds to act upon the brake 



66 WESTINGHOUSE TRIPLE VALVES. 

pipe face of main piston 5, while the original seventy pounds 
still acts upon the auxiliary reservoir face. As a result of this 
reduction the greater auxiliary reservoir pressure forces main 
piston 5 to the left. As the piston moves it closes feed grooves i, 
cutting ofif communication between the brake pipe and the aux- 
iliary reservoir and unseats graduating valve 7, establishing com- 
munication between the transverse passages w and 2 of the slide 
valve, and when the graduating valve has become unseated, the 
collar at the end of piston stem n engages the slide valve, which 
is then drawn to the left during the further movement of 
the piston, thereby cutting off communication between exhaust 
cavity n in the slide valve and passage r leading to the brake 
cylinder. The movement of the main piston to the left is arrested 
bv contact of its stem with graduating stem 8. which is held in 
position by graduating spring 9. In this position port ^ in the 
slide valve registers with port r, and auxiliary reservoir air flows 
through ports zv and r of the slide valve and, passage r to the 
brake cylinder. When the auxiliary reservoir pressure has be- 
come slightly less than that (sixty-five pounds) upon the brake 
pipe face of the main piston, the greater brake pipe pressure 
forces the piston back sufficiently to seat the graduating valve, 
which is known as lap position. If it is desired to apply the brakes 
with greater force, a further brake pipe reduction is made, which 
leaves the auxiliary pressure in excess of that in the brake pipe, 
and it again forces the main piston to the left and unseats gradu- 
ating valve 7. The slide valve will not move, as the difference 
of pressure is just enough to overcome the friction of the piston 
and graduating valve, but not enough to overcome the friction 
of the slide valve. A corresponding further reduction of brake 
pipe pressure results in the discharge of auxiliary air to the brake 
cylinder. Such brake pipe reduction may be repeated until the 
auxiliary reservoir and brake cylinder pressures have finally 
become equalized, which will require a reduction of twenty pounds 
in the brake pipe. The brake is then fully applied and any further 
brake pipe reduction is but a waste of air. 



WESTINGHdUSE TRIPLE VALVES. 



67 



Emergency Application. An emergency application is made 
by a sudden brake pipe reduction, which causes main piston 5 to 
move out so quickly that graduating spring 9 cannot withstand 
the impact of piston 5 against graduating stem 8, but yields so 



TO AUXILIARY 
RESERVOIR 



TO BRAKE CYLINDER 




TO BRAKE PJPE 



PLATE 28. 

that the piston moves its full travel. In this position the upper 
edge of the slide valve is below the lower edge of the service 
port in the slide valve bushing, and an unobstructed communica- 
tion between the auxiliary reservoir and the brake cylinder is 
secured through comparatively large ports. Instead of passing 



68 WESTINGHOUSE TRIPLE VALVES. 

through the sHde valve passage, as in a service appHcation, the 
air from the auxiliary reservoir entering the triple valve through 
a pipe connected at R, discharges directly into the brake cylinder 
through port r. During an emergency application, therefore, the 
less restricted passages cause the full brake cylinder pressure to 
take effect more promptly, but the absence of the emergency 
parts in the plain triple results in no quick serial action and no 
greater final brake cylinder pressure than may occur in a service 
application. 

Release. To release the brakes the engineman admits main 
reservoir pressure into the brake pipe, thus increasing the pres- 
sure upon the brake pipe face of main piston 5 until it becomes 
greater than that upon the auxiliary reservoir face, and there- 
fore forces the piston to its position at the extreme right. In this 
position the air in the brake cylinder is discharged through 
passage r, exhaust cavity n, into the slide valve and passage p to 
the atmosphere, either directly or through the pressure retaining 
valve when used. Feed groove i being again uncovered, the aux- 
iliary reservoir becomes recharged. 

Cut-Out Cocks. The plain triple valve (Plates 27 and 28) 
has not the old style cut-out cock in the body of the triple. The 
triple valve is the same, however, except that it has not this part. 
When the straight air brakes were superseded by the automatic, 
a lug was added to the four-way cock handle which will allow the 
brakes to be cut out of service if necessary, but it can no longer 
be converted into a straight air brake. On modern types of triple 
valves the cock has been entirely eliminated and replaced with a 
cut-out cock in the cross-over pipe between the brake pipe and 
the triple valve. 

DEFECTS OF THE PLAIN TRIPLE. 

Blows of the plain triple valve may result from a leaky slide 
valve, the slide valve being held off its seat by foreign matter, 
or a leak from passage e to passage r, past the cut-out cock, with 
the old plain triple. 



WESTINGHOUSE TRIPLE VALyES. 69 

To distinguish between a blow at the slide valve or the cut-out 
cock, a ten-pound reduction should be made. If the blow at the 
triple exhaust continues and the brake releases, it is the slide 
valve, but if the blow stops and the brake sets harder, and when 
the brake is released the blow starts again, the trouble is in the 
cut-out cock. 

THE QUICK ACTION TRIPLE VALVE. 

The quick action triple valve is located in the brake system 
as shown on Plate 2. 

This valve receives its name from the three distinct operations 
it performs in response to variations of brake pipe and auxiliary 
reservoir pressure, which are : ( i ) it charges the auxiliary 
reservoir; (2) applies the brakes; (3) releases the brakes. The 
various positions of the working parts of the triple valve in ac- 
complishing these results are shown on Plates 29, 30, 31 and 32. 
Plate 33 is a perspective view of the slide valve and its seat. 

List of Parts. The various parts of the triple valve, as shown 
on Plate 29, are as follows : 

2. Triple Valve Body. 13. Check Valve Case. 

3. Slide Valve. 14. Check Valve Case Gasket. 

4. Main Piston. 15. Check Valve. 

5. Piston Packing Ring. 16. Strainer. 

6. Slide Valve Spring. 19. Cylinder Cap. 

7. Graduating Valve. 20. Graduating Stem Nut. 

8. Emergency Piston. 21. Graduating Stem. 

9. Emergency Valve Seat. 22. Graduating Spring. 

10. Emergency Valve. 23. Cylinder Cap Gasket. 

11. Emergency Valve Rubber 28. Emergency Valve Nut. 

Seat. i and k. Feed Grooves. 

12. Check Valve Spring. 

Strainer 16 is designed to exclude foreign matter from the 
triple valve. Piston 4 operates in response to variations of brake 
pipe and auxiliary reservoir pressures, to open and close feed 
groove ij and controls the movement of the slide valve and the 



70 



WESTINGHOUSE TRIPLE VALVES. 




FROM BRAKE PIPE ■ 



PLATE 29. 



WESTINGHOUSE TRIPLE VALVES. 71 

graduating valve. The latter is secured to the piston stem by a 
pin, shown by the dotted lines. 

The graduating valve (in a service application), moved by the 
main piston, controls the flow of air from the auxiliary reservoir 
through ports W and Z of the slide valve. 

The slide valve, moved by the main piston, controls com- 
munication between the brake cylinder and the atmosphere, be- 
tween the auxiliary reservoir and the brake cylinder, and also 
between the auxiliary and the chamber above emergency piston 8. 

Charging. Air from the brake pipe enters the triple valve at 
a (Plate 29) and flows through passages e, f, g and h, past the 
main piston, through feed grooves i in the bushing and k in the 
piston seat, and thence through chamber m to the auxiliary 
reservoir, as indicated. Air continues to flow from the brake 
pipe to the auxiliary reservoir until the pressures equalize, when 
the main piston is balanced. 

The main piston constitutes a movable partition wall, sep- 
arating the brake pipe and auxiliary reservoir pressures, and in 
studying the operation of the triple valve under various condi- 
tions, the. first essential consideration is always as to which face 
of the main piston is exposed to the greatest pressure, as this 
determines the direction in which it will move. The usual brake 
pipe pressure is seventy pounds, acting upon both faces of the 
main piston when the brake pipe and auxiliary reservoirs are 
fully charged. 

Service Application. To apply the brakes for a service 
stop, a gradual reduction of brake pipe pressure is necessary, and 
for the purpose of illustration the first reduction will be one of 
five pounds, thus leaving a pressure of sixty-five pounds to act 
upon the brake pipe face of the main piston, while the original 
seventy pounds still operates upon the auxiliary reservoir face. 
As a result of this reduction, the greater auxiliary reservoir 
pressure forces the main piston to the left. As the piston moves, 
it closes feed groove i^ cutting off communication between the 
brake pipe and the auxiliary reservoir, and unseats graduating 



72 



WESTINGHOUSE TRIPLE VALVES. 




PLATE 30. 



WESTINGHOUSE TRIPLE VALVES. 73 

valve 7, establishing communication between transverse passage 
W and port Z of the slide valve. When the graduating valve 
has become unseated, the collar at the end of the piston stem 
engages the slide valve, which is then also moved to the left by 
the further movement of the piston, thereby cutting off communi- 
cation between exhaust cavity n in the slide valve and passage r 
leading to the brake cylinder. The movement of the main piston 
to the left is arrested by contact of its stem ; with graduating 
stem 21, which is held in position by graduating spring 22. In 
this position, port Z in the slide valve registers with port r, and 
auxiliary reservoir air flows through ports W and Z of the slide 
valve and passage r to the brake cylinder at C (Plate 30). When 
the auxiliary reservoir pressure has become slightly less than that 
(sixty-five pounds) upon the brake pipe face of the main piston, 
the greater brake pipe pressure forces the piston back sufficiently 
to seat the graduating valve as shown on Plate 31.- This is 
known as "lap'' position. 

If it is afterwards desired to apply the brakes with greater 
force, a further brake pipe reduction is made, which again leaves 
the auxiliary reservoir pressure in excess of that in the brake 
pipe, which will force the main piston to the left and unseat 
graduating valve 7. A corresponding further reduction of aux- 
iliary reservoir pressure results, through the discharge of air 
into the brake cylinder. Such brake pipe reductions may be 
repeated until the auxiliary reservoir and brake cylinder pressures 
are equal. The brakes are then fully applied and any further 
brake pipe reduction is a waste of air. A total reduction of about 
twent}^ pounds causes the brake pipe auxiliary reservoir and brake 
cylinder pressures to equalize. 

Emergency Application. A gradual or service reduction of 
brake pipe pressure causes, the main piston to move to the left 
until stem / encounters stem 21, when the tension of the gradu- 
ating spring prevents a further movement, but a sudden brake 
pipe reduction causes the main piston to move out so quickly that 
graduating spring 22 cannot withstand the impact of stem /, and 



74 



WESTINGHOUSE TRIPLE VALVES. 




PLATE 31. 



WESTINGHOUSE TRIPLE VALVES. 75 

yields so that the piston moves to the position shown on Plate 32, 
In this position, a diagonal slot in the slide valve (Plate 33) 
uncovers port t (indicated by dotted lines just below the letter 
Z), which admits air from the slide valve chamber to the chamber 
above emergency piston 8. Piston 8 is thereby forced downward 
and unseats emergency valve 10, allowing the pressure in the 
small chamber Y, above check valve 15, to escape into the brake 
cylinder. The brake pipe pressure almost instantly raises the 
check valve, and the brake pipe air rushes through chambers a 
and Y into the brake cylinder at C. Air from the auxiliary reser- 
voir simultaneously flows through port S of the slide valve and 
passage r into the brake cylinder, but port S being very small in 
comparison with the passageway through chambers a, Y and C, 
only a small amount of auxiliary reservoir air reaches the brake 
cylinder before the brake pipe and cylinder pressures are equal- 
ized, allowing the check valve to seat and prevent the air from 
escaping from the cylinder to the brake pipe. It thus may be 
seen that in an emergency application an increased brake cylinder 
pressure is secured through the presence of the air supplied by 
the brake pipe, in addition to that from the auxiliary reservoir, 
which is the only source of air pressure for the brake cylinder 
during a service application of the brakes. 

The rapid discharge of air from the brake pipe into the brake 
C3-linder, in addition to the sudden reduction made at the brake 
valve, causes a similar operation of the triple valve upon the next 
car. The operation of that triple valve similarly affects the next, 
and so on, serially, throughout the train. 

Release. To release the brakes the engineman admits main 
reservoir pressure into the brake pipe, thus increasing the pres- 
sure upon the brake pipe face of the main piston until it becomes 
greater than that upon the auxiliary reservoir side, and forcing 
the piston to its normal or release position, shown on Plate 29. 
In this position the air in the brake cylinder is discharged through 
passage r, exhaust cavity n in the slide valve and passage p to the 
atmosphere, either directly or through the pressure retaining 



76 



WESTINGHOU3E TRIPLE VALVES. 




I-ROM BRAKE PIPE- 



PLATE 32. 



WESTINGHOUSE TRIPLE VALVES. 



77 



valve. Feed groove i being again uncovered, the auxiliary reser- 
voir becomes recharged with air from the brake pipe. 

Purposes of the Triple Piston, Slide and Graduating Valves. 

The duty of the triple piston is to open and close the feed groove 
and to guide the movement of the slide valve and graduating 
valve, and also to form a dividing line between the auxiliary 
reservoir and brake pipe pressures. 




PLATE 33. 



The purpose of the slide valve is to open and close communi- 
cation between the brake cylinder and the atmosphere and to 
open and close communication between the auxiliary reservoir 
and the brake cylinder in conjunction with the graduating valve 
and the triple piston. It is also the duty of the slide valve in the 
quick action triple to open and close communication between the 
auxiliary reservoir and the emergency piston, and between the 
auxiliary reservoir and the brake cylinder in conjunction with the 
triple piston. 

The duty of the graduating valve is to graduate the flow of 
air from the auxiliary reservoir to the brake cylinder. 

DEFECTS OF THE QUICK ACTIO'N TRIPLE VALVE. 

Defects that will cause a blow at the triple exhaust are, the 
slide valve held off its seat by dirt, the slide valve seat cut, a 
defective gasket 15 between the auxiliary and the triple valve, 
defective gasket between the brake cylinder head and the triple 



78 WESTINGHOUSE TRIPLE VALVES. 

valve, auxiliary tube b in freight equipment becoming cracked, 
defective check case gasket 14, or a defective rubber seated 
valve 10. 

A slide valve leak, defective gasket between the triple and 
auxiliary, cracked auxiliary tube b, or leaky gasket between the 
triple and brake cylinder would have the effect of reducing the 
pressure in the auxiliary reservoir and releasing the brake, while a 
leaky gasket 14 or a leak in the rubber seated valve 10 would 
reduce the brake pipe pressure and tend to set the brake with 
greater force. 

Distinguishing Leaks. To distinguish between the various 
blows at the triple exhaust, a ten-pound reduction should be made. 
If the blow stops, the brake sets harder, then releases, and the 
blow then starts again at the triple exhaust, the trouble is due to 
a leak between the triple and auxiliary or between the triple and 
brake cylinder, or a cracked auxiliary tube b. But if, after mak- 
ing the reduction, the blow continues and the brake releases, it 
would be due to a defective slide valve, wdiile if the blow stopped 
at the triple exhaust, the brake set harder and did not release, it 
would indicate a leak at gasket 14 or at the rubber seated valve. 

A leaky bleeder of the auxiliary reservoir, a leak in the pipe 
connection leading from the triple valve to the auxiliary reservoir 
or the pipe connection leading from the triple valve to the brake 
cylinder, the packing leather in the brake cylinder becoming 
worn, the piston not covering the leakage grooves, or a leak 
between the brake cylinder head and the cylinder, will also release 
the brake. 

The effect produced by a leak at the graduating valve is 
uncertain and would depend on the conditions connected with it. 
When the brake is applied the triple valve assumes lap posi- 
tion. If the graduating valve leaks, the auxiliary pressure gradu- 
ally reduces and the brake pipe pressure forces the piston and 
slide valve back until the blank on the face of the slide valve 
between ports Z and n is in front of port r. This blank space is 
only a trifle wider than port r. If the valve is in good condition 



WESTINGHOUSE TRIPLE VALVES. 79 

and works smoothly the brake should not release, but if it works 
hard it is likely to jump when it moves, thus opening the ex- 
haust port and releasing the brake. 



NEW TYPE3 OF WESTINGHOUSE TRIPLE 

VALVES. 

The greatly changed conditions in the operation of railway 
trains during the past few years, incident to the employment of 
locomotives capable of handling long trains of freight cars, as 
well as the large number of air brakes in such trains, also the air 
brake requirements in connection with passenger trains, have 
created conditions which the well-known types of triple valves 
have in many instances proved unable to meet. 

By reference to cuts showing the arrangement of the ports in 
the slide valve, graduating valve and slide valve bushing of this 
new type of triple (Plate 35), it will be noted that the general 
arrangement of ports is along each side of a longitudinal center 
line, rendering it somewhat difficult to follow the course of air 
through them with sectional views in which the actual arrange- 
ment of ports is shown. Diagrammatic cuts are used, therefore, 
for illustrating the valves in their several positions, all ports and 
passages having been so rearranged as to place them on a single 
plane. In preparing these cuts the actual proportion and me- 
chanical construction of the valves have been sacrificed for the 
purpose of making them as easily understood as possible. 

In this new valve, the triple piston, slide valve and graduating 
valve are the same in their relation to each other as in the older 
well-known types of triples, the graduating valve, however, being 
of the sliding type and located on top of the slide valve. The 
triple piston constitutes a movable partition separating brake pipe 
and auxiliary reservoir pressure. To apply or release the brake, 
air pressure is reduced or increased until a sufficient differential 
is created on opposite sides of the piston to overcome the friction 
of the piston packing ring and slide valve. 



8o WESTINGHOUSE TRIPLE VALVES. 

THE TYPE "K" TRIPLE VALVE. 

The new quick action freight triple valve, designated as type 
"K," facilitates train movements, increases the factor of safety 
in handling trains, and reduces damage to lading and equipment 
in so far as they are affected by air brake operation. 

Improvements Over the Old Type Triple. The old type 
"H" quick action freight triple valve was designed to meet the 
requirements of the time when fifty-car trains, thirty-ton capacity 
cars, and moderate speeds were maximum conditions. But the 
increased train lengths, higher speeds and greater car capacities 
of the present age, have demanded certain modifications to meet 
these, and anticipate future requirements. 

The ^'K" triple valve embodies every feature of the old type 
and, in addition, three new ones called the Quick Service, Re- 
tarded Release and Uniform Recharge. It not only works in 
harmony with the old valve, but greatly improves the action of 
the latter when they are mixed in the same train. They have 
many parts in common, are interchangeable, and the old type 
quick action triple can be converted into the new, without the loss 
of many parts. 

Quick Service. The quick service feature, which produces 
a quick serial operation of the brakes in service application, has 
been obtained by utilizing the well-known principle of quick 
action in emergency applications, by which each triple valve 
augments the brake pipe reduction by discharging brake pipe air 
into its brake cylinder. The essential difference is that in emer- 
gency the maximum braking power is always obtained with both 
the old and new types of valves, while with the new valve, the 
power of its quick service application is always under complete 
control and is governed by the reduction made at the brake 
valve. The result is that the quick service feature insures the 
prompt and reliable response of every brake, eliminates the un- 
desirable use of emergency applications where an unforeseen 
danger ahead, or the need of making accurate stops frequently, 
necessitates such applications with the old standard freight brake 



WESTINGHOUSE TRIPLE VALVES. 8i 

equipment, reduces the possible loss of air due to its flowing back 
through the feed grooves from the auxiliary reservoir to the brake 
pipe, or by the leakage grooves in the cylinders, and gives a 
more uniform application of the brakes throughout the train. 

Release Feature. The retarded release feature, which in- 
sures practically a uniform release of all brakes, has been effected 
by automatically restricting the exhaust of air from the brake cyl- 
inders at the head end of the train, and allowing all others to re- 
lease freely. To obtain this result requires merely the usual cor- 
rect method of operating the brake valve, the retarded release 
being due to the quick and considerable rise in brake pipe pres- 
sure which occurs in the brake pipe for about twenty-five or 
thirty cars from the locomotive in long trains. This is possible, 
for the reason that the frictional resistance to. the flow of air 
through the brake pipe prevents the building up of brake pipe 
pressure in. the balance of the train faster than it can flow into the 
auxiliary reservoirs. 

Recharging. The uniform recharge of the auxiliary reser- 
voirs throughout the train is obtained by the fact that when the 
triple valve is in retarded release position, the charging ports 
between the brake pipe and the auxiliary reservoir are automatic- 
ally restricted. As long as the release of brake cylinder exhaust 
is retarded, the recharge is restricted, and since the one feature 
depends upon the other, the restricted recharge operates only on 
the first twenty-five or thirty cars back of the locomotive, the 
remaining brakes recharging normally, thus insuring practically 
a simultaneous recharge of all brakes in the train. ' 

This feature not only avoids the overcharge of the auxiliary 
reservoirs on the front cars, and the subsequent undesired reap- 
plication of their brakes, but, by drawing less air from the brake 
pipe, permits the increase in brake pipe pressure to travel more 
rapidly to the rear for the purpose of releasing and recharging 
those brakes. 

Sizes of Valves. The new valve is at present manufactured 
in two sizes, the K-i for use with eight-inch freight car brake 



82 



WESTINGHOUSE TRIPLE VALVES. 



cylinders, corresponding with the H-i, and the K-2 for use with 
ten-inch freight car brake cyhnders, corresponding with the H-2. 
The K-i will bolt to the same reservoir as the H-i, and the K-2 
to the same as the H-2. Each valve is marked with its designa- 
tion on the side of the valve body, and the K-2 may be distin- 
guished from the K-i by the fact that it has three, instead of 
two, bolt holes in the reservoir flange. Also, in order to dis- 
tinguish the type "K" valves from the old standard type, their ex- 
terior being similar when they are attached to the auxiliary reser- 
voir, a lug is cast on top of the valve body. This enables any- 
one to distinguish them at once. 

List of Parts. Plate 34 shows a vertical cross section of this 
valve, and the names of the. various parts, as follows: 

Graduating Stem Nut. 
Graduating Stem. 
Graduating Spring. 
Cylinder Cap Gasket. 
Bolt and Nut. 
Triple Valve Cap Screw. 
Drain Plug. 
Union Gasket. 
Emergency Valve Nut. 
Retarding Device 

Bracket. 
Retarding Device Screw. 
Retarding Device Stem. 
Retarding Device 

Washer. 
Retarding Device Spring. 
Retarding Device Stem 

Pin. 
Graduating' Valve Spring. 

Positions of Ports, Passages and Cavities. Plate 35 shows 
the relative positions of the ports and cavities in the sHde valve, 
graduating valve and slide valve seat. As it is difficult to show 



2. 


Valve Body. 


20. 


3. 


Slide Valve. 


21. 


4- 


Piston. 


22. 


5. 


Piston Packing Ring. 


23- 


6. 


Slide Valve Spring. 


24. 


7- 


Graduating Valve. 


25- 


8. 


Emergency Piston. 


26. 


9- 


Emergency Valve Seat. 


27- 


10. 


Emergency Valve. 


28. 


II. 


Emergency Valve Rubber 
Seat. 


29. 


12. 


Check Valve Spring. 


30. 


13- 


Check Valve Case. 


31- 


14- 


Check Valve Case Gasket 


32. 


15. 


Check Valve. 




16. 


Air Strainer. 


33- 


17- 


Union Nut. 


34- 


18. 


Union Swivel. 




19. 


Cylinder Cap. 


35- 



WESTINGHOUSE TRIPLE VALVES. 



83 



all of these in a single section, diagrammatic cuts of the valve 
are used, showing it in each of its principal positions, all 
ports and passages having been so arranged as to place them on 
one plane. In preparing these cuts, the actual proportion and 
mechanical construction of the valve have been disregarded for 
the purpose of making the connections of ports, and the operation 
of the valve more easily understood. 



^^ 



TO AUXILIARY 
RESERVOIR ->- 



34-g 




rROM 

BRAKE 

PIPE 



PLATE 34. 
Retarding Device. Referring to Plate 34, the branch from 
the brake pipe connects at union swivel 18. The retarding device 
bracket 29 projects into the auxiliary reservoir, and by its con- 
struction free communication exists between the auxiliary reser- 
voir and chamber R, in which slide valve 3 and graduating valve 
7 operate. The retarding device stem 31, through its extension 
into chamber R and the action of its spring 33, forms the stop 
against which the stem of piston 4 strikes when it moves to re- 



84 WESTINGHOUSE TRIPLE VALVES. 

lease position, from right to left in the cut, it being shown in full 
release position. 

Openings. The opening marked "To Brake Cylinder" 
comes opposite one end of the tube which leads through the 
auxiliary reservoir to the brake cylinder, when the valve is bolted 
in place on the end of the auxiliary reservoir. This opening in 
the triple valve leads to chamber X over the emergency valve 
lo and under emergency piston 8. It also leads through port r 
to the seat under slide valve 3. The emergency piston 8 and the 
parts below it are the same as in the older quick action freight 
triple valve. Port y (shown by dotted lines) connects chamber 
Y, between check valve 15 and emergency valve 10, with port y 
in the valve seat (Plate 34). 

(Note: Dotted lines are used to indicate a port or part which 
is hidden by other parts of the mechanism, and would not be seen 
when looking at the device from the point of view taken. Some 
examples of this are shown on Plate 36). 

Ports. Port t connects the slide valve seat with the chamber 
above emergency piston 8. Port p is the exhaust port to the at- 
mosphere. Port / in the slide valve begins at the face as shown 
by the top view (Plate 36), and passes around other ports in the 
valve to a smaller opening in the top. (Port / does not exist in 
the K-i triple valve, as will be explained lat^r). Port is simi- 
larly arranged, except that the openings in the top and bottom 
are alike in size. Port q runs directly through the slide valve, 
but is smaller at the top than at the face of the valve, and the 
smaller part is out of center with the larger part. Ports .$• and z 
run through the valve and connect with cavities in the face ; port 
z also has a cavity at the top. 

Cavities. The face view of the graduating valve shows that 
it has a small cavity v. This valve is of the slide valve type, and 
it seats on top of the slide valve, where it controls the upper ends 
of ports z, q, and /. The purpose of cavity v is to connect the 
upper ends of ports and g in a service application, which will 
be explained in detail later. 



WESTINGHOUSE TRIPLE VALVES. 



85 



f?' 



FACE. VIEW 



GRADUATING VALVE . 



IE r ^ 






FACE VIEW 



o^fil 






^1 .- 






TOP VIEW 

SLIDE VALVE. 



X^^^^X^^^^^^^^s^^^^^.^X^^^^^^^^^^ 



^0 sf?: 

"D or' 



^^m^W.^^^-^^^-^^-^^^ 



SLIDE VALVEBUSB . 

PLATE 35. 



86 



WESTINGHOUSE TRIPLE VALVES. 



As shown by the face view of sHde valve, n is a long cavity, 
having a narrow extension at the right hand end. This cavity 
connects the ports through which the air escapes from the brake 
cyHnder in releasing. Port b is cut diagonally from the face until 
it just cuts into the edge, at the top of the slide valve. It admits 
auxiliary reservoir pressure to port / in an emergency application. 



^////////////////////A 




a 

PLATE 36. 

With this explanation and by occasional reference from the 
diagrammatic views to those on Plate 34, the same ports being 
lettered alike, a clear understanding will be obtained of both the 
operation and actual arrangement of the ports of the triple valve. 

Full Release and Charging Position. Plate 36 is a diagram- 
matic view of the triple valve in this position. Air from the brake 
pipe flows through passage a to ^ and cylinder cap f, and ports g 
to chamber h; thence through feed groove /, now open, to cham- 



WESTINGHOUSE TRIPLE VALVES. 87 

ber R above the slide valve, which is always in free communica- 
tion with the auxiliary reservoir. The feed groove is of the 
same dimension as that of the old standard H-i triple valve, which 
is designed to charge the auxiliary reservoir of an eight-inch 
brake cylinder properly, and prevent any appreciable amount of 
air from feeding back into the brake pipe from the auxiliary 
reservoir during an application. For this reason, the feed groove 
of the K-2 triple valve is made the same size as the K-i, so that 
it is necessary in the K-2 triple to increase the charging port 
area, through which the air can feed into the auxiliary reservoir, 
sufficiently to enable it to handle the greater volume of the auxil- 
iary reservoir of a ten-inch brake cylinder. In order to do this, 
the small port ; is added to the slide valve of the K-2 triple valve 
only ; this port registers with port y in the slide valve seat, when 
in full release position. Air then passes from chamber Y, through 
ports 3; and j\ to chamber R and the auxiliary reservoir. Brake 
pipe air in a raises check valve 15 and supplies chamber Y with 
air as fast as it is required. Port ; is so proportioned that the 
rate of charging the auxiliary reservoir of a ten-inch brake cylin- 
der is made practically the same as that of the eight-inch, which 
in full release is fed through the feed groove i only. 

In the following description the K-2 triple valve only is re- 
ferred to; the operation of the K-i is exactly the same except 
for the absence of port ;*. 

'Air flows from the brake pipe to the auxiliary reservoir until 
their pressures become equal, when the latter is then fully 
charged. 

Quick Service Application. To make a service application 
of the brakes, air pressure is gradually reduced in the brake pipe, 
and thereby in chamber h. As soon as the remaining pressure in 
the auxiliary reservoir and chamber R becomes enough greater 
than that in chamber h to overcome the friction of the piston 4 
and graduating valve 7, these two move to the left until the shoul- 
der on the end of the piston stem strikes against the right-hand 
end of the slide valve, when it also is moved to the left until the 



88 



WESTINGHOUSE TRIPLE VALVES. 



piston strikes the graduating stem 21, which is held in its place 
by the compression of graduating spring 22. The parts of 
the valve are then in the position shown on Plate 37. The first 
movement of the graduating valve closes the feed groove i, pre- 
venting the air from feeding back into the brake pipe from the 
auxiliary reservoir, and also opens the upper end of port :s in the 



'/////////////////////A 



mi Fi 



5y 




PLATE 37. 

slide valve, while the movement of the latter closes the connection 
between port r and the exhaust port p, and brings port 2 into 
partial registration with port r, in the slide valve seat. Auxiliary 
reservoir pressure then flows through port z in the slide valve 
and port r in the seat to the brake cylinder. 

At the same time the first movement of the graduating valve 
connected the two ports and q in the slide valve, by the cavity v 



WESTINGHOUSE TRIPLE VALVES. C9 

in the graduating valve, and the movement of the slide valve 
brought port to register with port y in the slide valve seat, and 
port q with port t. Consequently, the air pressure in chamber Y 
flows through ports y, 0, v, q and t, thence around the emergency 
piston 8, which fits loosely in its cylinder, to chamber X and the 
brake cylinder. When the pressure in chamber Y has reduced 
below the brake pipe pressure remaining in a, the check valve 
raises and allows the brake pipe air to flow by the check valve 
and through the ports above mentioned to the brake cylinders. 
The size of these ports is so proportioned that the flow of air 
from the brake pipe to the top of emergency piston 8 is not 
sufficient to force the latter downward and thus cause an emer- 
gency application, but at the same time takes considerable air 
from the brake pipe, thus increasing the rapidity with which the 
brake pipe reduction travels through the train. 

Advantages of the New Type Triple Valve in Quick Service 
Application. With the old style quick action triple valve in 
service application, all of the brake pipe reduction is made at the 
brake valve, and the resulting drop in pressure passes back 
through the train at a rate depending on its length, size of brake 
pipe, number of bends, corners, etc., which cause friction and re- 
sistance. A much heavier application of the head than of the rear 
brakes is also caused at the beginning of the application, thereby 
running the slack in, which is liable at low speeds t.o be followed 
by the slack running out suddenly when the rear brakes do apply, 
causing loss of time and difficulty in making quick slow-downs 
and accurate stops, and, with very long trains, results in such 
serious losses through leakage grooves and feed grooves as to 
lose a portion of the braking power and even prevent some brakes 
from applying. With this new triple valve, only a small part of 
the reduction is rnade at the brake valve while each triple acts 
momentarily as a brake valve to increase the reduction under each 
car, thereby rendering the resistance and friction in the brake 
pipe of much less effect, and hastening the application throughout 
the train. This is called the "Quick Service" feature, and by 



90 WESTINGHOUSE TRIPLE VALVES. 

means of it the rapidity of a full service application on a fifty- 
car train is increased about fifty per cent. The* rapid reduction 
of brake pipe pressure moves the main piston 4 quickly to the 
service position and cuts oft* any flow back from the auxiliary 
reservoir through the feed groove to the brake pipe; it rapidly 
drives the brake cylinder piston beyond the leakage groove and 
prevents loss of air through it, and yet permits the applying of 
brakes with as moderate a brake force as desired. It also greatly 
reduces the brake pipe reduction necessary at the brake valve 
for a certain brake cylinder pressure, due to the fact (i) that part 
of the reduction takes place at each triple valve, and (2) that the 
air taken from the brake pipe into the brake cylinder gives a 
little higher pressure than if the auxiliary reservoir pressure 
alone were admitted, thus requiring a smaller brake pipe reduc- 
tion for the same cylinder pressure. 

Full Service Position. With short trains, the brake pipe 
volume, being comparatively small, will reduce more rapidly for a 
certain reduction at the brake valve than with long trains. Under 
such circumstances the added reduction at each triple valve by 
the quick service feature might bring about so rapid a brake pipe 
reduction as to cause quick action and an emergency application, 
when only a light application was intended. But this is auto- 
matically prevented by the triple valve itself. From Plate 37 it 
will be noted that in the quick service position, port z in the slide 
valve and port r in the seat do not fully register. Nevertheless, 
the opening is sufficient to allow the air to flow from the auxiliary 
reservoir to the brake cylinder with suflicient rapidity to reduce 
the pressure in the auxiliary reservoir as fast as the pressure is 
reducing in the brake pipe, when the train is of considerable 
length. But if the brake pipe reduction is more rapid than that 
.of the auxiliary, the difference in pressures on the two sides of 
piston 4 soon becomes sufficient to compress the graduating spring 
slightly, and move the slide valve to the position shown on Plate 
40. In this position, quick service port 3; is closed so that no air 
flows from the brake pipe to the brake cylinder. 



WESTINGHOUSE TRIPLE VALVES. 



91 



The brake pipe reduction being sufficiently rapid, there is 
no need of the additional quick service reduction, so the triple 
valve cuts it out. Also ports z and r are fully open, and allow 
the auxiliary reservoir pressure to reduce more rapidly, so as to 
keep pace with the more rapid brake pipe reduction. 

Lap Position. When the brake pipe reduction ceases, air 
continues to flow from the auxiliary reservoir through ports z 



w//////////////////y 



n^nnnnt 




PLATE 38. 

and r to the brake cylinder, until the pressure in chamber R be- 
comes less than that of the brake pipe to cause piston 4 and gradu- 
ating valve 7 to move to the right until the shoulder on the 
piston stem strikes the left-hand end of slide valve 3. As the 
friction of piston and graduating valve is much less than that 
of the slide valve, the difference in pressure which will move the 
piston and the graduating valve will not be sufficient to move all 



92 WESTINGHOUSE TRIPLE VALVES. 

three ; consequently the piston stops in the position shown on 
Plate 38. This movement has caused the graduating valve to 
close port s, thus cutting off any further flow of air from the 
auxiliary reservoir to the brake cylinder. Consequently no 
further change in air pressure can occur, and this position is 
called 'lap" because all ports are lapped; that is, closed. 

If it is desired to make a heavier application a further reduc- 
tion of the brake pipe pressure is made and the operation de- 
scribed above repeated, until the auxiUary reservoir and brake 
cylinder pressures become equal, after which any further brake 
pipe reduction is only a waste of air. About twenty pounds 
brake pipe reduction will give this equalization. 

Retarded Release and Charging Position, The "K" triple 
valve has two release positions, full release and retarded release. 
Which one of its ports will move when the train brakes are re- 
leased depends upon how the brake pipe pressure is increased. If 
slowly it will be full release, and if quickly and considerably it 
wall be retarded release. 

It is well known that in freight train service, when the en- 
gineer releases the brakes, the rapidity with which the brake pipe 
pressure increases on any car depends on the position of the car 
in the train. Those cars towards the front receiving the air first 
will have their brake pipe pressure raised more rapidly than those 
in the rear with the old standard apparatus. This is due to two 
things, (1) the friction in the brake pipe; (2) the fact that the 
auxiliary reservoirs in the front at once begin to recharge, thus 
tending to reduce the pressure head by absorbing a quantity of 
air and holding back the flow from the front to the rear of the 
train. The retarded release feature of this new triple valve over- 
comes the second point mentioned, taking advantage of the first 
while doing so. The friction of the brake pipe causes the pres- 
sure in chamber h to build up more rapidly on triple valves toward 
the front than those in the rear. As soon as its pressure is 
enough greater than auxiliary reservoir pressure, remaining in 
chamber R after the application above described, to overcome the 



WESTINGHOUSE TRIPLE VALVES. 



93 



friction of the piston, graduating valve and slide valve, all three 
are moved toward the right until the piston stem strikes the re- 
tarding device stem 31. The latter is held in position by the re- 
tarding device spring 33. If the rate of increase of the brake 
pipe pressure is small, as, for example, when the car is near the 
rear of the train, the triple valve parts will remain in this position, 
as shown on Plate 36, the brakes will release and the auxiliary 




y/////////////////////A 



^ 






31 






PLATE 39. 

reservoirs recharge as described under "Full Release and Charg- 
ing." If, however, the triple valve is near the head of the train, 
and the brake pipe pressure builds up more rapidly than the 
auxiliary reservoir can recharge, the excessive pressure in cham- 
ber h will cause the piston to compress retarding device spring 
33 and move the triple valve parts to the position shown on 
Plate 39. 



94 WESTINGHOUSE TRIPLE VALVES. 

Exhaust cavity n in the slide valve 3 connects port r leading 
to the brake cylinder, with port p to the atmosphere, and the brake 
will release: but as the small extension of cavity n (Plate 39) 
is over port p, discharge of air from the brake cylinder to the 
atmosphere is quite slow. In this way the brakes on the front 
end of the train require a longer time to release than those on the 
rear. This feature is called the "Retarded Release," and although 
the triple valves near the locomotive commence to release before 
those in the rear, as is the case with the old type triple valve, yet 
the exhaust of brake cylinder pressure in retarded release posi- 
tion is sufficiently slow to allow the rear brakes to release first. 
This permits of releasing the brakes on very long trains at low 
speeds without danger of a severe shock or brea.k-in-two. 

At the same time, the back of the piston is in contact with the 
end of the slide valve bushing and, as these two surfaces are 
ground to an accurate fit, their contact effectually cuts off com- 
munication between chambers h and R through feed groove i, 
preventing air from feeding through from the brake pipe to the 
auxiliary reservoir by this path. Also port / in the slide valve 
registers with port y in the slide valve seat, and pressure in cham- 
ber Y can flow through ports 3; and / to chamber R and the' 
auxiliary reservoir. Chamber Y is supplied with air under these 
circumstances by the check valve 15 raising and allowing brake 
pipe air to flow past it. The area of port / is about half that of 
feed groove ?, so that the rate at which the auxiliary reservoir 
will recharge is much less than when the triple valve is in full 
release position. 

As the auxiliary reservoir pressure rises, and the pressures on 
the two sides of piston 4 become nearly equal, retarding device 
spring 31 forces the piston, slide valve, graduating valve and 
retarding device stem back to the full release position shown on 
Plate 36, when the remainder of the release and recharging will 
take place as previously described under 'Tull Release, and 
Charging." 

These features of the new valve are always available, even 



WESTINGHOUSE TRIPLE VALVES. 



95 



when mixed in trains with the old standard, the beneficial results 
being in proportion to the number of new valves present. 

Emergency Position. Emergency position is the same with 
the ''K" triple valve as with the old type. Quick action is caused 
by a sudden and considerable reduction in brake pipe pressure, no 
matter how caused. This fall in brake pipe pressure causes the 
difference in pressures on the two sides of piston 4 to increase 



'y>////////////////////A 







PLATE 40, 

very rapidly, so that the friction of the piston, slide valve and 
graduating valve is quickly and easily overcome, and they move 
to the left with such force that when the piston strikes the gradu- 
ating stem it compresses. graduating spring 22, forcing back the 
stem and spring, until the piston seats firmly against gasket 23, 
as shown on Plate 40. The movement of the slide valve opens 
port t in the slide valve seat, and allows auxiliary reservoir pres- 
sure to flow to the top of emergency piston 8, forcing the latter 



96 WESTINGHOUSE TRIPLE VALVES. 

downward and opening emergency valve lo. The pressure in 
chamber Y, being instantly relieved, allows brake pipe air to 
raise the check valve 15 and flow rapidly through chambers Y 
and X to the brake cylinder, until brake cylinder and brake pipe 
pressures equalize, when both check valve and emergency valve 
are forced to their seats by the spring in the former, preventing 
the pressure in the cylinders from escaping back into the brake 
pipe. At the same time port ^ in the slide valve registers with 
port r in the slide valve seat, and allows auxiliary reservoir pres- 
sure to flow to the brake cylinder. But the size of ports .y and r 
is such that very little air gets through them before the brake pipe 
pressure has stopped venting into the brake cylinder. 

This sudden discharge of brake pipe air into the brake cyl- 
inder has the same effect on the next triple valve as would be 
caused by a similar discharge of brake pipe air to the atmosphere. 
In this way each triple valve applies the next, thus giving the 
quick and full application through the greater amount of brake 
pipe air admitted to the brake cylinders. The rapidity with which 
the brakes apply throughout the train is so much increased that in 
a fifty-car train it requires less than three seconds ; the brake cyl- 
inder pressure is also increased approximately twenty per cent. 

The release after an emergency is effected in exactly the same 
manner as after a service application, but requires a longer time, 
owing to the higher brake cylinder pressures and lower brake 
pipe pressures. 

To change a standard type ''H'' triple valve to the type ''K," 
it is necessary to add the retarded release feature and to make the 
necessary changes in the controlling valves, body and check valve 
case. 



97 

THE WESTINGHOUSE TRAIN AIR SIGNAL 

SYSTEM. 

Plate 41 shows the general arrangement of the parts of the 
train air signal system upon a locomotive, tender and car. This 
plate is not intended to show the exact location of the parts, but 
is an illustration of the general arrangement only. 

PRESSURE REDUCING VALVE. 

Xhe pressure reducing valve is a valve connected to the main 
reservoir and used for supplying air to the signal S3^stem at a 
lower pressure than that in the main reservoir. The best results 
are obtained by using a pressure of 40 pounds, which is considered 
standard. 

A short, quick exhaust, or reduction, is necessary to cause 
the whistle to sound properly. The signal valve operates on the 
same principle as the quick action part of the triple valve, which 
is thrown into operation by a short, quick exhaust, while a longer, 
though a more gradual, reduction would cause only a service 
application. With the signal apparatus, a short, quick reduction 
will cause the whistle to respond, while a long, gradual reduction 
will not cause it to sound. 

When a slow, gradual reduction of the signal line pressure is 
made, instead of reducing the pressure in the signal line below 
that in the chamber under the diaphragm, the pressure feeds 
from this chamber back into the signal line, thus removing the 
power that should operate the diaphragm or signal valve. This 
action is also assisted by the pressure reducing valve, which is 
open and feeding into the signal line at all times when the pres- 
sure is reduced below 40 pounds. 

Fig. 4, Plate 42, is a vertical sectional view of the improved 
signal reducing valve. The operative parts of the reducing valve 
are Supply Valve 4, Supply Valve Spring 6, Reducing Valve 
Piston 7, Piston Rod 10, Diaphragm 11, and Regulating 
Spring 13. 



98 



TRAIN AIR SIGNAL SYSTEM 




PLATE 42— FIGURES 1-2-3 and 4. 



TRAIN AIR SIGNAL SYSTEM. 99 

Operation of the Reducing Valve. The normal position of 
the reducing valve is open as shown in Fig. 4, Plate 42. When 
the valve is in this position, air enters from the main reservoir 
at connection A ; the supply valve being off its seat permits the air 
to pass by the seat of this valve into diaphragm' chamber C, thence 
through port b to the signal pipe connection B. 

The signal line pressure is present at all times on the dia- 
phragm, and when the desired pressure in the signal line is at- 
tained it exceeds the tension of regulating spring 13 and the 
diaphragm is forced to its lower position, permitting supply valve 
spring 6 to seat supply valve 4, thus shutting off the flow of air 
from the main reservoir to the signal line. 

The purpose of the cut-out cock is to afford a means of 
cutting off the main reservoir pressure from the supply valve, 
whenever it is necessary to remove the valve for any purpose, 
with pressure in the main reservoir. 

After the air has passed through the reducing valve it passes 
to the signal line throughout the entire train, and also to the 
whistle signal valve, causing it to become charged. 

Adjustment. The valve is adjusted by removing cap nut 15 
and tightening up regulating nut 14, which creates a tension on 
regulating spring 13. 

SIGNAL VALVE. 

Plate 42, Fig. i, is a sectional view of the whistle signal valve 
in its normal position. The purpose of this valve is to regulate 
the flow of air to the signal whistle. The two compartments 
A and B are separated by diaphragm 12, and diaphragm stem 10 
secured thereto extends through bushing 9, its lower end acting 
as a valve on seat 7 of cap nut 16, above passage e. Diaphragm 
stem 10 fits bushing"9 snugly for a short distance below its upper 
end, to where a peripheral groove is cut in the stem below which 
it is milled in triangular form. 

Operation. While the system is being charged, air enters the 
valve from the signal line, passes through port d into chamber A, 



loo TRAIN AIR SIGNAL SYSTEM. 

above the diaphragm ; also through port C and around piston 
stem lo into chamber B, causing the air pressure to equalize 
above and below diaphragm 12. - When a quick reduction is made 
in the signal line it causes a reduction of pressure in chamber A, 
above the diaphragm. The pressure in chamber B then being the 
greater, causes the diaphragm to raise, lifting signal valve 10 off 
its seat. The air pressure in chamber B passes by diaphragm 
stem 10 and unites with the air pressure passing through port C, 
thence through port e, below the valve stem, into the pipe leading 
to the whistle, which causes a blast. The same reduction of 
signal line pressure which causes the signal valve to operate also 
causes the reducing valve to open, which permits main reservoir 
pressure to flow into the signal line, restoring the pressure. This 
raises the signal line pressure and also causes presure to be 
raised in chamber A, above the diaphragm, moving it to its lower 
position, as shown in Fig. i. Equilibrium of pressure quickly 
occurs in chambers A and B, and the valve at the lower end of 
stem 10 returns to its seat. 



CAR DISCHARGE VALVE. 

The car discharge valve is usually located above the door out- 
side of the car, and opposite the opening through which the signal 
cord passes. A branch pipe extends from the main signal pipe 
to the car discharge valve, and in this pipe is placed a one-half- 
inch cock, by means of which the valve on the car may be cut out 
when desired. 

The pressure in the signal line is reduced by means of the 
car discharge valve, and can be operated from any part of the 
car by means of a cord known as the whistle cord. 

Operative Parts. The operative parts of the car discharge 
valve are the Discharge Valve 3, Discharge Valve Spring 4, and 
Discharge Valve Handle 5. The normal position of this valve is 
closed, as shown in Fig. 2, Plate 42. 

Operation. The valve is operated by means of valve handle 



TRAIN AIR SIGNAL SYSTEM. loi 

5, which is in the form of a lever. By moving this lever in either 
direction it forces discharge valve 3 from its seat, which com- 
presses discharge valve spring 4, thus permitting air pressure 
to escape from the signal line to the atmosphere. 

When operating the air whistle signal, the car discharge valve 
should be held open for at least one second in order to produce 
a proper blast of the whistle. 

An intermission of about three seconds should be allowed be- 
tween blasts on trains of five cars or less, and one second should 
be added for each additional car in the train. The spacing of 
the blasts is necessary in order to give the air pressure in the 
signal valve sufficient time to equalize above and below the dia- 
phragm of the signal valve between each blast of the whistle 
(Fig. I, Plate 42). 

Overcharging Signal Line. Overcharging of the air sig- 
nal line is usually due to there being a direct opening between the 
signal line and the main reservoir, which will allow air to flow 
from the signal line to the main reservoir each time the main 
reservoir pressure is reduced. This causes a reduction of signal 
line pressure at the signal valve, which, if the opening through 
the reducing valve is large enough and the main reservoir pres- 
sure is reduced sufficiently fast, will open the signal valve, caus- 
ing the whistle to sound. 

When the signal line is overcharged it can be detected from 
the train by a strong discharge of air from the discharge valve, 
and on the engine by the signal whistle, as the bell of the whistle 
is adjusted for a pressure of 40 pounds instead of 90 or 120. 

Adjusting the Whistle. The whistle (Fig. 3, Plate 42) can 
be adjusted by loosening up the lock nut and unscrewing or 
screwing up the bell, occasionally making a reduction in the sig- 
nal line and noting whether the proper sound is produced. 

Testing Signal Line Pressure. A test of the pressure in the 
signal line can be made from the engine without the use of a 
test gauge by shutting off the air pump, gradually reducing the 
main reservoir pressure and watching the red hand of the gauge. 



102 TRAIN AIR SIGNAL SYSTEM. 

When the whistle blows the air gauge will indicate the pressure 
in the signal line. 

DEFECTS OF THE AIR SIGNAL SYSTEM. 

Failing to Charge. If the signal line fails to charge it should 
first be noted that it is cut in between the tank and the first car, 
that all angle cocks on the train are open, except the one on 
the rear end of the train, which should be closed, and that the 
reducing valve is cut in and properly adjusted. If the trouble 
still continues it may be due to the choke in the reducing valve 
becoming stopped up so that no air can pass through, a collapsed 
hose lining which would block the passage, or, in cold weather, 
the signal line between the tender and engine may be frozen. 

Failure of Whistle to Sound. If the signal line is properly 
charged and an exhaust occurs at the discharge valve when the 
whistle cord is pulled properly, but the whistle fails to give a 
blast, the trouble may be due to the strainer in the tee pipe 
connection of the branch pipe to the signal line being partly 
stopped up ; port d of the signal valve being stopped up so that 
no air can enter to charge it ; stem lo of the signal valve becoming 
worn sufficiently loose in bushing 9 to allow the pressure in cham- 
ber B to reduce as rapidly as that in chamber A ; the signal valve 
diaphragm becoming baggy or having a hole in it; the passage 
in bushing 7 becoming stopped up, or stem 10 fitting too tightly 
in bushing, not allowing chamber B to charge ; the bell of the 
signal whistle not being properly adjusted, or its bowl filled with 
dirt; the whistle being located so that the wind blowing across 
the bowl from an open cab window prevents it from sounding, 
or the choke in the reducing valve being too large, allowing the 
signal line to be charged as fast as the reduction is being made. 

One long blast. If the air whistle gives one long blast it may 
be due to the reductions being made too close together, or dia- 
phragm stem 10 working stiffly in bushing 9, in which event the 
passage at e would remain open until a sufficient difference of 



TRAIN AIR SIGNAL SYSTEM. 103 

pressure exists in chambers A and B to force stem 10 to its 
seat. 

Two or More Blasts. If the air whistle gives two or more 
blasts each time the cord is pulled the trouble is due to a stiff 
diaphragm, or diaphragm stem 10 fitting too loosely in bushing 
9, in which event the reduction in chamber A would allow cham- 
ber B to respond too quickly and reduce its pressure below that in 
chamber A, causing chamber A pressure to force , stem 10 to 
its seat, and this would be repeated several times during one re- 
duction of chamber A pressure. 

Whistle Sounding When Brakes Are Released. If the air 
whistle gives a blast each time the brakes are released it indicates 
that the signal line pressure is charged up to that in the main 
reservoir, which is caused by the tension of the regulating spring 
being too great, the supply valve of the reducing valve being held 
from its seat, or a leak by the diaphragm, and the opening in the 
spring casing stopped up. 



I04 

COMBINED FREIGHT GAR GYLINDER 

AND AUXILIARY RESERVOIR WITH 

TRIPLE VALVE ATTACHED. 

The combined freight car cylinder and reservoir (Plate 43) 
is the usual form of equipment applied to freight cars. On a part 
of the cars in use the cylinders and auxiliary reservoirs are sep- 
arated, but the triple valve, auxiliary reservoir and brake cylinder 
are the same in both cases. The auxiliary reservoir 10 is simply 
a hollow shell for the purpose of storing air for use in the brake 
cylinder upon the same car. Pipe b provides communication be- 
tween the triple valve and the brake cylinder. Upon passenger 
cars this pipe does not pass through the auxiliary reservoir, but 
the operation of the brake is the same ; it is simply a different ar- 
rangement of the same parts. 

List of Parts and Their Purposes. 2 is the brake cylinder ; 
3 is the piston and sleeve in which the push rod connected with 
the system of brake levers is inserted ; 4 is the non-pressure cyl- 
inder head ; 9 is the release spring, which forces piston 3 to 
release position when the air pressure is released from the .pres- 
sure end of the cylinder ; 7 is a packing leather, which is pressed 
against the cylinder wall to prevent air from escaping past the 
piston ; 8 is a round spring packing expander, which serves to 
hold the flange of the packing leather against the walls of the 
cylinder ; 6 is the follower plate, which, by means of studs and 
nuts 5, clamps the packing leather to the piston, and a is a small 
groove, indicated by dotted lines in the wall of the cylinder, called 
the leakage groove. 

If the exhaust port on the slide valve of the triple valve should 
in any manner become obstructed, when it is not desired to have 
the brakes applied, a slight flow of air into the brake cylinder will, 
instead of forcing the piston out, escape through leakage groove 
a to the atmosphere at the non-pressure end of the cylinder. 

Valve 17, usually placed on the upper side of the auxiliary 
reservoir, is known as the release valve. A rod extends from the 



COMBINED CYLINDER & AUXILIARY RESERVOIR 105 




PLATE 43. 



106 COMBINED CYLINDER & AUXILIARY RESERVOIR 



arms of this valve to each side of the car. PulHng either rod 
unseats the valve and discharges air from the reservoir for the 
purpose of releasing the brake. 

Sizes of Brake Cylinders. Brake cylinders with a diameter 
of 6, 8, lo, 12, 14 and 16 inches, and of various lengths, are 
used on cars of various capacities. The size of the brake cylinder 
is determined by the total light weight of the car resting on the 
rails. 

Sizes of Reservoirs. A reservoir 10 x 24 inches is required 
with 8-inch cylinders on passenger cars ; lo-inch cylinders are 
used with 12 x 33-inch reservoirs on passenger equipment; 12- 




Westinghousfe Passenger Car Brake Cylinder and Triple Valve. 
PLATE 44. 

inch cylinders are used with 14 x 33-inch reservoirs, passenger 
equipment; 14-inch cylinders with 16 x 33-inch reservoirs with 
engine, tender and passenger equipment, while with a 16-inch 
cylinder on passenger equipment a reservoir 16 x 42 inches is 
used. For freight car equipment, on which cylinders 6, 8 and 
10 inches in diameter are used, a standard cast-iron reservoir of 
different sizes adapted to each size of cylinder must be used. 

Plate 44 shows a sectional view of the passenger car brake cyl- 
inder with special head and triple valve attached to it, in the same 
manner in which the triple is connected to the auxiliary on freight 
equipment. 



COMBINED CYLINDER & AUXILIARY RESERVOIR 107 

DEFECTS OF THE BRAKE CYLINDER. 

Any leakage from the brake cylinder will cause the brake to 
release. This is usually caused by the packing leather becoming 
cut or very dry, and not forming an air-tight joint between the 
piston and the cylinder wall. 

If the expanding ring is not placed in its proper position the 
packing leather will not be held against the cylinder wall, thus 
permitting a leakage. In some cases it will also bind the piston, 
preventing it from returning to release position after the pressure 
has been exhausted. 

A broken or weak piston release spring will fail to force the 
piston to its normal or release position after the pressure has been 
exhausted from the cylinder. 

If the leakage groove becomes stopped up and the exhaust 
port is obstructed, it will possibly cause the brake to set slowly, 
if a leak exists in the brake pipe, as the air that is admitted to the 
brake cylinder cannot escape past the piston. 



io8 



AUTOMATIC SLACK ADJUSTER. 



The automatic slack adjuster is a simple mechanism, by means 
of which a predetermined piston travel is constantly maintained, 
compelling the brakes of each car to do their full amount of 
work, thus securing from the brakes their highest efficiency, elim- 
inating the danger of causing flat wheels, which is likely to occur 
with a wide range of piston travel. This device establishes the 
running piston travel, that is, the piston travel when the brakes 
are applied while the car is in motion, and, since this is the time 
during which the brakes perform their work, the running travel 
is the important one. Hand adjustment of brakes necessarily 
relies upon the standing travel, and it is only coarsely graded by 
the spacing of the holes in the dead lever guide. 

Operation. The slack adjuster is shown on Plate 45, Figs. 
I, 2 and 3. The brake cylinder piston acts as a valve to control 
the admission and release of brake cylinder pressure to and from 
pipe h (Fig. i), through port a in the cylinder, this being so 
located that when the piston uncovers port a, brake cylinder air 
flows through pipe h into slack adjuster cylinder 2, where the 
small piston 19 (Fig. 2) is forced outward, compressing spring 
21. Attached to piston stem 23 is a pawl extending into casing 
24, which engages ratchet wheel 2y, mounted within casing 24, 
upon screw 4 (Fig. i). When the brake is released, and the brake 
cylinder piston returns to its normal position, the air pressure in 
cylinder 2 escapes to the atmosphere through pipe h, port a and 
the non-pressure head of the brake cylinder, thus permitting 
spring 21 (Fig. 2) to force the small piston to its normal po- 
sition. 

In so doing, the pawl turns the ratchet wheel upon screw 4 
and thereby draws lever 5 slightly in the direction of the slack 
adjuster cylinder, thus shortening the piston travel and forcing 
the brake shoe nearer the wheels. xA.s the pawl is drawn back 
to its normal position a lug on the lower side strikes projection 
a (Fig. 3) on the cylinder, thus raising the outer end of the pawl. 



AUTOMATIC SLACK ADJUSTER. 



109 




PLATE 45— FIGURE 1. 



no 



AUTOMATIC SLACK ADJUSTER. 



disengaging it from the ratchet wheel, and permitting the 
screw to be turned by hand if desired. The screw mechanism 
is so proportioned that the piston travel is reduced only about 
i/32-inch by each operation, which removes the danger of unduly 
taking up false travel. 




PLATE 45 



RELEASED 
FIG. 3. 



Improper Adjustment. If the piston travel is found to be 
too long when the small pipe leading to the adjuster cylinder is 
free from obstruction, and the packing leather in the adjuster 
cylinder is free from leakage, it Is more than probable that the 



AUTOMATIC SLACK ADJUSTER. in 

slack has been taken up through an appHcation, with only partial 
release of the hand brakes, and full release occurring only after 
the shoes have had time to wear. If the piston travel becomes 
too short, it will be found that some of the slack in the brake rig- 
ging has been taken up by the hand brake where the two work 
in opposition, or the dead levers have been moved. 

Purpose of the Slack Adjuster. The purpose of the slack 
adjuster is to maintain a predetermined piston travel, as by con- 
stant wear the brake shoes become thinner, which causes the 
brake piston to travel farther and results in reducing the brake 
cylinder pressure and the holding power of the brake. 

The automatic adjuster regulates the piston to its proper run- 
ning or working travel, regardless, of the length of travel, or 
whether the car has high or low leverage. Therefore, if all cars 
in a train were equipped with automatic adjusters, the travel of 
all pistons would be uniform when the brakes were set to slow 
down or stop the train, the same brake cylinder pressure would 
be had on all cars at each and every reduction, and all cars in 
the train would develop equal braking power. 

As the work of the adjuster is based on running travel, the 
travel of the pistons will be uniform, but the standing travel of 
the pistons will not necessarily be uniform on all cars in the train. 



112 



PRESSURE RETAINING VALVES. 

STANDARD PRESSURE RETAINING VALVE. 

The standard type of pressure retaining valve, used on 6, 8 
and lo-inch cylinders is shown on Plate 46, Figs, i and 2. It 
consists of weighted valve 4, enclosed in casing 3, and seating in 
passage b; this valve is screwed on to the farther end of a pipe 
leading to the exhaust port of the triple valve. 





FIG. 1. 



PLATE 46. 



FIG. 2. 



Operation. When the handle of the pressure retaining 
valve is turned downward, pointing perpendicularly (Fig. i), the 
pressure escapes from the brake cylinder through the retaining 
valve pipe to the retaining valve, where it escapes freely to the 
atmosphere, entering the retaining valve at X, and passing 
through ports b and c to the atmosphere. In this position the 
valve is not in operation and has no duty to perform. 

When the handle of the retaining valve is turned upward, 
pointing horizontally, the direct outlet from the retaining valve 



PRESSURE RETAINING VALVES. 113 

pipe is closed. As shown in Fig. 2. the air is discharged from 
the brake cylinder through the triple valve, retaining valve pipe 
and ports b, a and b^ as before. Port c now being closed, the 
air pressure must lift weighted valve 4 and pass to the atmos- 
phere through the restricted port d. All pressure over 15 pounds 
will hold the valve from its seat and escape through a small 
port in the cage. This valve is so proportioned that it will seat 
only when 15 pounds or less pressure is exerted upon it. Thus 
the last 15 pounds is retained in the brake cylinder, which is suffi- 
cient to steady the train while the auxiliary reservoirs are being 
recharged. 

The retaining valve not only holds a braking power of 15 
pounds in the cylinders, but the passageway out of the casing 
to the atmosphere is restricted to such an extent that a consid- 
erable time is consumed in discharging the brake cylinder pres- 
sure through the small port. This renders the release of the 
brake much slower and exerts a retarding effect, which gives 
more time for the recharging of the auxiliary reservoir. 

Difference in Sizes of Port d. Port d is not the same size 
in all retaining valves. It is 1/ 16-inch in the retaining 
valves used with 6, 8 and lo-inch cylinders, and i /8-inch in 
those used with 12, 14 and 16-inch cylinders. These port 
sizes give a restriction which requires from 30 to 60 seconds 
for the cylinder pressure to escape down to the amount 
limited by the weighted valve. The figures given cover the 
standard retaining valve. This has been found by repeated 
tests to be the standard pressure for cars in interchange service, 
and gives good results in braking on long grades without ex- 
cessive heating of wheels. In mountain districts there are other 
types of retaining valves used to some extent, but they are not 
considered standard, and are not in general use. 

Advantages of the Retainer. The retaining valve also per- 
mits a much safer handling of trains, the maintenance of a more 
uniform rate of speed down heavy grades and a saving of air 
pressure. It gives an increased cylinder pressure and a higher 



114 PRESSURE RETAINING VALVES. 

braking power with a lower consumption of air pressure, and in 
addition permits a greater reserve in stopping power for emer- 
gencies. 

The retaining valve cannot be used to advantage in driver 
brake operation. This is due to the fact that driving brake pack- 
ing generally leaks and the various connections in the brake cyl- 
inder pipe frequently become loose, causing a leakage. With 
these avenues of escape for pressure, the retaining valve is un- 
able to perform its functions. The driver brake retaining valve 
has almost entirely given way to the combined automatic and 
straight air brake, which overcomes the leakage difficulties. 

HIGH AND LOW PRESSURE RETAINING 

VALVE. 

The great value of the standard pressure retaining valve in 
the safe handling of trains on heavy grades has been demon- 
strated repeatedly. The growing severity of modern braking 
conditions, as a result of whicli average loads of 73 tons per 
brake, on trains of 25 or more cars over grades of 200 feet to the 
mile, are frequently encountered, has brought about several 
methods of increasing the certainty of controlling such heavily 
loaded trains ; one by raising the brake pipe pressure from 70 to 
90 pounds, which gives a greater reserve for reapplication after 
release ; another by increasing the percentage of braking power, 
and using the standard pressure retaining valve ; a third by the 
introduction of a special pressure retaining valve. 

The standard retaining valve is designed to maintain a brake 
cylinder pressure of 15 pounds while the auxiliary reservoirs are 
being recharged, and ordinarily this pressure is sufficient. Under 
extreme conditions, however, it has proved desirable to increase 
the amount of pressure retained in the brake cylinders, during 
the recharge of the auxiliary reservoirs, to 30 and sometimes 50 
pounds. This condition has been met by the manufacture of a 
high and low pressure retaining valve which fully meets these 
requirements. It will be understood that this valve is only, an 



PRESSURE RETAINING VALA'ES. 



115 



accessory to the regular brake apparatus and is not intended to 
replace the more important factors required in heavy freight 
service, such as adequate braking power, proper size cylinders, 
suitable leverage, and the exercise of good judgment in the main- 
tenance and operation of the brakes. 




FIG. 1. 



PLATE 47. 



FIG. 2. 



Operation. This new retaining valve is very similar to the 
standard type in general design and location, but is modified as 
indicated on Plate 47, Figs, i and 2. The main difference con- 
sists in the addition of a cylindrical weight 10, which surrounds 
the usual weight and is lifted by it, whenever valve handle 5 is 
manipulated to retain 30 pounds. When handle 5 is placed in 
a horizontal position, one of two eccentric lugs on it raises pin 



1 16 PRESSURE RETAINING VALVES. 

9 and also outer weight lo, the latter to the top of its movement. 
During such time inner weight 4 alone retains the pressure. 

If the handle is placed in the intermediate position marked 
**high pressure" (Fig. 2), neither eccentric lug nor handle 5 
touches lifting pin 9, and consequently outside weight 10 rests 
upon the top of inner weight 4, and the air pressure must raise 
both weights before it can escape to the atmosphere. When the 
handle is placed vertically, as shown in Fig. i, the air passes 
directly to the atmosphere, thus cutting out the retaining valve, 
while at the same time the other eccentric lug on the handle 
raises the lifting pin and outside weight, so that the small weight 
alone rests on the valve seat. 

Positions of the Handle. The exhaust and low pressure po- 
sitions of this retaining valve are similar to those of the standard 
retaining valve. Thus, when cars equipped with this valve are 
running in localities free from heavy grades, where the train 
crews are familiar only with the standard valve, they cannot by 
mistake place the handle in the high pressure position. - The let- 
ters "H. P." and ''L. P.," indicating respectively high pressure 
and low pressure, are cast on the body of the valve, so as to assist 
still further in indicating the positions of the valve handle. 

The development of this device was coincident with a series 
of interesting and valuable tests made by a leading railway com- 
pany with a view . of determining what is actually required to 
hold heavy trains under perfect control when descending heavy 
grades, through using higher air pressure, special pressure re- 
taining valves, water brake on the locomotive, and the combined 
automatic and straight air brake equipment on the engine and 
tender. The results of these tests indicate that to control such 
trains suitably, the minimum brake pipe and auxiliary reservoir 
pressures should not fall below 70 pounds, in order to give suffi- 
cient reserve braking power to stop the train on a heavy grade 
in cases of emergency. 

This at once necessitates an increase in air pressure through- 
out the system, as standard maximum brake pipe pressure is 70 



PRESSURE RETAINING VALVES. 117 

pounds. Although this increase was provided, this change alone 
did not suffice to control the trains, and a special high and low 
pressure retaining valve was introduced, which was designed to 
retain a cylinder pressure of 25 pounds for use upon grades of 
2^% or less, and 50 pounds for grades approximately 4%. It 
should be stated, however, that the conditions surrounding these 
tests were extreme, and that the high and low pressure retaining 
valves furnished as standard are proportioned for 15 and 30 
pounds respectively. 

DEFECTS OF THE RETAINER. 

If there is a steady leakage of pressure at the retaining valve 
when the brake is released, the trouble will be found in the 
triple valve. 

If the retaining valve handle has been turned upward in a 
horizontal position, the brakes then released, and after a few 
moments the handle is turned downward and no air escapes, the 
trouble is not in the retaining valve, but is caused by a leaky joint 
or connection in the pipe, or by the valve being held from its seat 
by dirt. If there is no leakage it indicates a leak at the brake 
cylinder packing. 

If air fails to pass through the retaining valve, with the handle 
turned down and the brakes remain set, the trouble should be 
looked for at the exhaust port, which may have been stopped up 
by an accumulation of dirt. 



ii8 



COMBINED AUTOMATIC AND STRAIGHT 
AIR LOCOMOTIVE BRAKE EQUIP- 
MENT. 

The combined automatic and straight air engine and tender 
brake, shown diagrammatically on Plate 48, consists of the stand- 
ard automatic arrangement employed on engine and tender, with 
the addition of a straight air brake valve, reducing valve, two 
double check valves, two safety valves, a straight air gauge, spe- 
cial hose and necessary piping, which permits the use of straight 
air on the engine and tender brakes without interfering with their 
automatic action when the automatic brake valve is used, both 
being cut in at all times. The many important advantages of an 
independent engine and tender brake are thus obtained, while 
preserving at all times every function of the automatic on these 
and the train brakes. Without this latter requisite no independ- 
ent brake can be considered either safe or economical. 

The straight air is used for passenger, freight and switching 
locomotives. The parts for the engine are known as schedule 
S-W-A and for the tender as schedule S-W-B. 

General Arrangement. Plate 49 shows the general arrange- 
ment of the combined apparatus and the positions of the brake 
valves and double check valves when the automatic brake is ap- 
plied. Plate 50 shows the corresponding positions when the 
straight air brake is applied. Connection with the automatic is 
made at three points, viz. : to the main reservoir and the brake 
cylinder pipes of the driver and tender brakes. 

The straight air supply is taken from the main reservoir pipe 
between the main reservoir and the automatic brake valve so as 
to insure clean, dry air. Before reaching the straight air brake 
valve it must pass through the reducing valve, which is set at 45 
pounds, and consists of a standard slide valve feed valve, as used 
on the automatic brake valve, attached to a special pipe connec- 
tion made for that purpose. This reducing valve should always 



AUTOMATIC & STRAIGHT AIR EQUIPMENT. 119 



S S J) <> 

2 S <i o 

^ 5 q a 

5 5 ? 3 






IQ 




n 




% 


J5 


1 


^ 


§ 




6; 




:« 




r 








?> 



PLATE 48. 



I20 AUTOMATIC & STRAIGHT AIR EQUIPMENT. 




PLATE 49. 



AUTOMATIC & STRAIGHT AIR EQUIPMENT. 121 

be located in the cab, preferably at a point where it will be pre- 
vented from freezing in cold weather. 

The double check valve on the engine and tender is connected 
as shown. The air must pass through this valve when either 
applying or releasing the brakes with the straight air or auto- 
matic equipment. 

The two side openings of the double check valve (Plate 56) 
are the brake cylinder connections, joined by a cored passageway. 
The safety valve on the tender may be screwed into one of the 
cylinder connections of the double check valve, as indicated in 
the cuts, or in the pipe between the double check valve and the 
cylinder. On the engine, one brake cylinder should be connected 
to each of the double check valve cylinder connections, and the 
safety valve in either driver brake cylinder pipe. 

Each safety valve should be adjusted to open at 53 pounds. 
It should be in direct communication with brake cylinder pres- 
sure, whether the automatic or straight air is used, and should 
be placed vertically to prevent dirt and water from accumulating 
inside of the valve. 

As the straight air should never give over 45 pounds cylinder 
pressure, and the automatic not over 50 pounds, a correctly ad- 
justed safety valve will never operate unless an improper condi- 
tion exists, but when it does exist it will guard against a dan- 
gerously high cylinder pressure. 

The grade cocks C and D with their pipes are for use only on 
locomotives operating over heavy mountain grades. They are to 
be opened only when descending very long grades and should be 
closed immediately upon reaching the foot of the grade. Cock 
C should be placed adjacent to the gangway so that it can be 
operated when running, and cock D should be placed near the 
engineman's seat. When descending heavy grades both cocks 
are left open. The driver and tender auxiliary reservoirs are re- 
charged simultaneously with those of the train, but automatic 
application is prevented on the brakes of the former, thus per- 
mitting the greatest use practicable, without danger of loosening 



122 AUTOMATIC & STRAIGHT AIR EQUIPMENT. 




« 

P^ 
i-t 

w 

o 

W 

in 

o 

w 

W 

m 

o 
u 

rt* 
o 

o 

% 

u 

3 



H 

M 

to 

0Q 



n 
o 

P< 



PLATE 50. 



AUTOMATIC & STRAIGHT AIR EQUIPMENT. 123 

the tires of the tender and engine, when recharging the train 
brakes. A and B, Plate 49, indicate the gauge connections, a 
gauge for straight air being absolutely necessary for satisfactory 
service. The gauge should be connected so as to show the brake 
cylinder pressure in the automatic as well as the straight air appli- 
cations, such connection being indicated by B. For attaching a 
test gauge, a tee should be put in the pipe from the straight air 
brake valve to the double check valve. It should be placed close 
to the former so that by taking out the ^-inch plug in its side 
opening and connecting a gauge, the latter can readily be seen 
while operating the brake valve and adjusting the reducing valve. 

REDUCING VALVE PIPE BRACKET. 

Plate 51 shows the special pipe bracket to which a standard 
slide valve feed valve, acting as a reducing valve for the straight 
air, is connected. Inlet port A and outlet port B come opposite 
the similar ports in the feed valve. The arrow shows the direc- 
tion of the flow of air across the dividing wall. 



FROM MAIN 
RESERVOIR 



TO STRAIGHT AIR 
BRAKE VALVE 




PLATE 51. 

The B-3 reducing valve, shown on Plates 24 and 25, is the 
well-known feed valve that has been used for many years in con- 
nection with the G-6 brake valve, and this valve is also used and 
attached to a pipe bracket. 

To adjust the valve, the cap nut on the end of the spring 



124 AUTOMATIC & STRAIGHT AIR EQUIPMENT. 



box should be removed, which will expose the adjusting nut by 
which the adjustment is made. It is called a reducing valve 
when used with the straight air brake valve, simply to distin- 
guish it from the feed valve supplying the automatic brake. 

STRAIGHT AIR BRAKE VALVE. 

Parts and Their Uses. Plate 52 is a sectional view of the 
straight air brake valve parallel with shaft 2, operated by handle 
4, which opens application valve 8 or release valve 9. As indi- 




/ MR 
FROM MAIN RESERVOIR 
AND SUDE VALVE FEED VALVE 

PLATE 52 



\ DCV 
TO DOUBLE CHECK 

VALVE AND CYLINDER 



AUTOMATIC & STRAIGHT AIR EQUIPMENT. 125 



r~\ 




FROM MAIN REiSERVOI^ 

M.R 



PLATE 53. 



126 AUTOMATIC & STRAIGHT AIR EQUIPMENT. 

cated by b, h' and h" , the space above admission valve 8 is con- 
nected with that below exhaust valve 9. The leather gasket 6 
makes the joint at the shaft collar. 

Operation. Plate 53 is a sectional view across the shaft at 
application valve 8, showing the connection MR by which main 




/EX 
EXHAUST 10 



/ DCV 
FROM DOUBLE CHECK 

VAUVE AND CYLINQEf\ 



PLATE 54. 

reservoir' pressure, reduced to 45 pounds, reaches the lower side 
of valve 8, through cavity a. 



AUTOMATIC & STRAIGHT AIR EQUIPMENT. 127 

Plate 54 is a similar section across the shaft at exhaust valve 
9, showing the cavity b below this valve, the brake pipe connec- 
tion at DCV, leading to the double check valves and past them to 
the brake cylinders ; also passageway c leading from above release 
valve 9 through the exhaust opening to the atmosphere. Plate 
55 is a horizontal section showing the relative positions of the 
valves and connections. 

Shaft 2 is slotted out to the middle at two points, and valves 
8 and 9 are just enough off the shaft center line so that the stem 




SECTION AT 



DOUBLE COECK 
VALVE AND 
CYLINDER 



PLATE 55. 



of each valve will end just beneath the flanged portion of the steel 
tapped piece riveted into each of the shaft slots. As shown by 
the sectional view (Plate 54) of valve 9, these valves are fitted 
with leather seats and have steel caps to reduce the wear. 

In Plate 53, handle 4 is shown in lap position, valves 8 and 9 
being held to their seats by springs 10 and 11, and any air pres- 
sure that may be below them. This position embodies the space 
that can be covered by the handle movement without unseating 
either valve. Moving handle 4 (Plate 52) to the right unseats 
application valve 8 and allows main reservoir pressure to flow 



128 AUTOMATIC & STRAIGHT AIR EQUIPMENT. 



from chamber a, past valve 8 to chamber b, thence through pass- 
age b' to b", bringing it under release valve 9 and in communica- 
tion with the pipe at DCV, by which it is carried to the double 
check valves and, past them, to the cylinders, applying the brakes. 
Moving handle 4 in the reverse direction (Plate 54) will permit 
application valve 8 to seat, unseating release valve 9 and releasing 
the brakes. 

NO. 2 DOUBLE CHECK VALVE. 

Plates 56 and 57 show the double check valve in section, the 
several connections being indicated thereon. Between the two 
seats, b and d, is piston valve 10, which has a leather face on 

TO BRAKE CYLINDER 




SAFETY VALVE OR ONE CYLINDER 

V/ITH CRIvrR CDA-CE 



PLATE 56. 

each end. The piston valve is shorter than the distance between 
its two seats, and the bushing in which it works has two series 
of ports, c and c'. When the piston is against seat b, as shown 
on Plate 56, port c opens a free passage for the air between the- 
straight air brake valve and the brake cylinder. The opening 
leading to the triple valve, which is now in release position, is 
closed so that no leakage can occur. 



AUTOMATIC & STRAIGHT AIR EQUIPMENT. 129 



Release Position. When the straight air brake valve is in 
release position (its normal position when not in use), and an 
automatic application is made, the air from the triple valve upon 
entering the double check valve will fojce the piston valve to the 
right against seat d (Plate 57), thus preventing any escape of 
pressure at the straight air brake valve, and opening ports c' so 
that air can flow into the brake cylinder, returning the same way 
when released. 



TO bn-KE CYLINDEW 



FROM 
TRIPLE 
VALVE 




SAFETY VALVE OR ONE CYLINDER, 
V^ITH DRIVER BRAKE 



PLATE 57. 

Position of Double Check Valve. The double check valve 
must be placed in a horizontal position so that its piston valve will 
not be moved except by air pressure. The use of either auto- 
matic or straight air will cause its piston valve to move auto- 
matically to the proper position. 

Grade Bleed Cocks. As grade bleed cocks are connected 
between the driver and tender triple valves and their double 
check valves, when left open they will prevent automatic action 
on these brakes by allowing the air to pass directly to the atmos- 
phere instead of through the double check valves. 



I30 AUTOMATIC & STRAIGHT AIR EQUIPMENT. 

TYPE * E" SAFETY VALVE. 

Operation. Plate 58 shows the type "E" safety valve. Valve 
4 is held to its seat by the compression of the spring between 
stem 5 and adjusting nut 7. When the pressure below valve 4 
is in excess of the tension of the spring, the valve raises, being 
guided in its movements by the brass bushing in body 2. Ports 
are drilled in this bushing, one outward through the body to the 
atmosphere, and the other upward to the spring chamber. Al- 




PLATE 58. 

though only one of each of these ports is shown in the cut, there 
are in reality eight of the first and two of the second. As the valve 
moves upward, its lift is determined by stem 5 striking lock nut 
3, which closes the vertical ports connecting the valve and spring 
chambers and opens the ports to the atmosphere. As the area 
of the valve is large, and there are a number of these ports lead- 
ing to the atmosphere, a large volume of air will be released 
quickly. As the air pressure below valve 4 decreases, and the 



AUTOMATIC & STRAIGHT AIR EQUIPMENT. 131 

tension of the spring forces the stem and valve downward, the 
valve gradually closes the ports to the atmosphere and opens 
those between the valve and spring chambers. The exhaust air 
then has access to the spring chamber. 

Although the spring chamber is connected with the atmos- 
phere by two small ports or holes, drilled through body 2, the air 
entering from the valve chamber through the vertical ports in the 
bushing will not flow to the atmosphere unless a pressure head is 
realized in the spring chamber. This pressure, added to that of 
the spring, causes the valve to close quickly with a ''pop" action, 
which insures its seating firmly and completely. 

This action, together with the large quantity of air passing 
through the valve when discharging, keeps the valve and its 
seat clean and in good condition, thus prolonging its life and in- 
suring its proper operation and reliability. Also the difference 
between the opening and closing pressures is minimized, and the 
sensitiveness of the valve in operation greatly increased, causing 
it to respond to very slight differences in pressure and to close 
promptly when the pressure is reached for which it is regulated. 

Reducing and Safety Valve Adjustments. If the straight 
air reducing valve is set at too low a pressure, the brakes will 
not hold well, but the automatic action will not be affected. The 
adjustment of the reducing valve should not be changed without 
the use of a- gauge which is accurate. 

Any pressure above 45 pounds will give more brake power 
than is desired, and if it is above 53 pounds it will cause the 
safety valve to blow and waste air with a full application of the 
brakes. 

Safety valves that are set too low or that leak when seated 
will also cause a waste of air. If the safety valves are set too 
high they will not prevent an excessive cylinder pressure, and in 
cases where the reducing valve is adjusted too high or is out of 
order, or if the automatic is applied with the straight air set, the 
wheels are liable to slide. 

Unless the straight air has a separate gauge, or one that can 



132 AUTOMATIC & STRAIGHT AIR EQUIPMENT. 

be temporarily attached, as indicated at A and B (Plate 49), the 
best plan, when cleaning and adjusting are required, is to replace 
the safety valves and the feed valve part of the reducing valve 
with others that have been put in good order. 

The safety valves should be set so that they will just com- 
mence to blow with a pressure of 53 pounds, after which the 
reducing valves should be regulated to act at 45 pounds pressure. 

One of the best methods of adjusting the reducing valve when 
the air gauge is known to be correct is to clean and lubricate the 
slide valve feed valve on the brake valve, and adjust it at 45 
pounds. All the air pressure should then be reduced, and this 
reducing valve exchanged with that on the straight air. The 
latter should then be cleaned and lubricated, and adjusted to the 
standard brake pipe pressure. 

ADVANTAGES OF THE COMBINED AUTOMATIC AND 
STRAIGHT AIR BRAKES. 

The purposes of the combined automatic and straight air 
brakes are as follows : 

First. — To quicken the work of switching and reduce the 
incident damage to lading and equipment. 

With the straight air brake drawing its supply of air from, the 
main reservoir, the holding power and possible speed of applica- 
tion never varies from one application to another; the release, if 
so desired, is practically instantaneous. The holding power of 
the brakes can be increased or diminished either quickly or slowly 
as desired, and the maximum pressure is not affected by ovdma.ry 
leakage, or by long piston travel, unless the latter is sufficiently 
long to permit of the piston striking the head. With the straight 
air,"unlike the automatic:, it is possible to make a partial release, and 
this may be made with any desired rapidity. Application imme- 
diately after release is never delayed as with the automatic, when 
there is an overcharged brake pipe and a reduced auxiliary res- 
ervoir pressure. The driver and tender brake cylinders being 



AUTOMATIC & STRAIGHT AIR EQUIPMENT. 133 

connected when using straight air, the distribution of brake power 
is not affected by variation in piston travel or cylinder leakage, 
and there is therefore less danger of wheel sliding. 

Second. — To permit the brakes on long trains to be released 
without danger of slack running out suddenly and breaking the 
train in two, which is otherwise liable to occur at slow speeds. 
Allowing the train brakes to be released with safety at slow 
speeds prevents the loss of time and occasional damage incident 
to starting the train in an unfavorable location, at which a stop 
is necessitated, by reason of the engine not being equipped with 
straight air brakes. ^ 

Third. — To prevent changes of grade, sags, or curvature of 
tracks from running the slack of long trains in or out so suddenly 
as to cause severe shocks and train separation.. 

Fourth. — To slow up or stop trains when the braking power 
required is not heavy. This reduces pump labor, wheel sliding 
and the break-in-twos incident to an endeavor to start long trains 
with brake shoes dragging, or stuck brakes in the rear. It also 
reduces the number of stuck brakes, which are in all probability 
indirectly caused by a number of light applications with the auto- 
matic brake. 

A light application of all brakes on a long train gives very 
little return in holding power for the amount of air used, as only 
a small amount of air passes into the cylinders. A little is lost 
through the leakage grooves, and much more in filling the space 
behind the pistons to the pressure required to overcome the resist- 
ance of the cylinder release spring and brake rigging. With the 
straight air acting only in the two driver and one tender brake 
cylinders these losses are insignificant. 

The absence of brake beam springs on freight cars requires 
train movement to loosen the shoes from the wheels, where brakes 
have been held on until a stop has been made. By rendering.it 
safe to release the automatic at slow speeds, and by avoiding the 
use of the latter where the required brake povrer is moderate, 
this dragging of brake shoes can be avoided. 



134 AUTOMATIC & STRAIGHT AIR EQUIPMENT. 

Fifth. — To prevent the slack from running out, and to aid 
the pressure retaining valves in controlling the speed while re- 
charging on descending grades. The lower speeds and more 
thorough recharging of auxiliary reservoirs are thus attained, 
and increase the factor of train safety far more than is possible 
with the most efficient uses of the automatic brake on the driver 
and tender brakes in connection with the train brakes. 

Sixth. — To hold the train or locomotive and keep the auto- 
matic brakes recharged when standing on grades, thus having 
the train brakes ready for instant use at the start, which increases 
the factor of safety when it is necessary to do work on or under 
the engine. The application position of the straight air brake 
valve renders it impossible for the driver and tender brakes to 
leak off, and prevents the locomotive from moving when no one 
is present, even though the throttle leaks. 

To many it will prove a surprising fact that, with the train 
standing and the slack bunched, straight air brakes on the en- 
gine and tender will hold a train on quite a heavy grade. In this 
its power is far greater than is possible with steam used for this 
purpose. The starting of undercharged trains, having a reduced 
pressure through previous brake application and subsequent leak- 
age, is a dangerous feature too frequently met with in heavy 
grade service. 

Seventh. — To control speed while weighing cars ; straight 
air facilitates this work and decreases rough handling. 

Eighth. — To increase mileage between tire turnings and de- 
crease the damage to frogs and switches by badly worn tires. 

Ninth. — To decrease the repairs and improve the average 
conditions of the automatic brake valve, by lessening the necessity 
for the use of the emergency application, as well as the use of 
the service application. 

Tenth. — To decrease the wear of locomotive valves and cyl- 
inders by eliminating the necessity for reversing when in motion, 
which is experienced with the automatic brake on account of its 
comparatively slow recharging. 



AUTOMATIC & STRAIGHT AIR EQUIPMENT. 135 

Eleventh. — To assist passenger trains in making smooth 
stops at water tanks, stations having short platforms and other 
points where accurate stops are required, and to hold passenger 
trains on grades after the automatic brakes are released. 

Both the automatic and straight air should always be cut in 
and ready for operation unless the failure of some part requires 
the cutting out of one or the other. 

An excess pressure of 10 pounds or over should be carried 
in the main reservoir, to insure a uniform and satisfactory 
operation. 

Positions of Straight Air and Automatic Brake Valves. 
The straight air brake valve should always be kept in release 
position when using the automatic brakes, and the automatic 
brake valve kept in running position when using the straight air, 
to prevent sticking of the driver and tender brakes. 

Use of Automatic Brake. Except in cases of emergency, 
the automatic brake must not be used on a train while the straight 
air is applied on the engine and tender. The straight air should 
be released before using the automatic. 

Use of Straight Air During Automatic Application. The 
use of straight air while the automatic is applied will not increase 
the driver and tender brake cylinder pressure above 45 pounds, 
yet the release of neither is assured while the other brake valve 
is in lap or application position. 

Power of Straight Air Brakes. The action of the straight 
air on the driver and tender brakes is almost as powerful as that 
of the automatic brakes. Care must be used when applying either 
brake to avoid rough handling of the train, and, in holding the 
train down a long- grade, to avoid loosening of tires on the drivers. 
When the straight air is used to aid in recharging trains in mo- 
tion, the automatic should be kept inoperative by having the one- 
half-inch cocks, shown at C and D, Plate 48, open. 

Releasing at Low Speeds. To release the train brakes at 
low speed the straight air should be applied immediately before or 
after moving the automatic brake valve to release position, and a 



136 AUTOMATIC & STRAIGHT AIR EQUIPMENT. 

strong straight air holding power maintained until all train 
brakes are released. Then, if no stop is to be made, the straight 
air should be gradually released and steam used carefully if 
needed until the train slack is all out. 

Holding or Stopping Trains With Straight Air. In using 
the straight air to slow down a train from ordinary speeds, to 
stop it on an ascending grade, or on a level at slow speeds, the 
slack should first be gradually run in or out according to the 
direction of the movement. The slower the speed, the more 
holding power the same cylinder pressure will give, due to the 
greater brake shoe friction. For this reason the straight air 
should be partially released just before stopping in order to relieve 
the coupler spring tension and reduce the danger of wheel slid- 
ing. If on an ascending grade, the straight air should be fully re- 
leased as soon as the stop is made, and reapplied lightly as soon 
as the train starts back, in case this occurs. 

Piston Travel. To insure quick work and economy in air, 
the piston travel should be normal and cylinder leakage avoided, 
both with straight air and automatic brakes. The piston travel 
increases more rapidly with straight air than with the automatic 
alone, as because of its greater use more frequent adjustment is 
necessar}^ 

Switching. When doing "short" switching with an engine 
having brake cylinders with long piston travel, or when making 
applications in rapid succession, to release the brakes, the air 
pressure should be lowered only until the brakes do not hold. 
This will economize in the use of air and hasten the following 
application. The straight air brake valve should be kept in 
release position at other times when holding power is not wanted. 

Holding Standing Trains on Grades. To hold a standing 
train on an ascending grade, the slack should be taken out of the 
train by using the steam and then applying the straight air. If 
on a descending grade, and grade cocks C and D are open, the 
slack should be run in by using the straight air just as the stop 
is being completed ; or if the train is already stopped, the loco- 



AUTOMATIC & STRAIGHT AIR EQUIPMENT. 137 

motive should be reversed, the automatic brake valve moved to 
release position, and the straight air applied. The automatic 
brakes should be kept recharged when holding the train with the 
straight air, as this is the main object sought. 

When holding the train with straight air, the brake valve 
should be left in full application position. 

Recharging Train Brakes. When using the straight air to 
aid in recharging the train brakes when descending a heavy 
grade, grade bleed cocks C and D, (Plate 50) should be opened, 
after passing the summit of the grade. This will prevent the 
automatic from acting on the driver and tender brakes, but their 
auxiliary reservoirs will be recharged with those of the train. 
The straight air may then be used irrespective of the automatic, 
but care must be exercised to avoid rough handling and over- 
heating of the driver tires. If cut-out cocks C and D were not 
opened, and the straight air and automatic brakes were used 
alternately down heavy grades, driving and tender wheels would 
become overheated. 

The straight air should be used not only to aid in holding 
the train while recharging the brakes, but also to avoid a possible 
jerk from slack running out, when the speed is very low, just 
before releasing the brakes for the purpose of recharging. 

Closing Grade Bleed Cocks. Grade bleed cocks C and D 
should always be closed on reaching the foot of a grade. If they 
are left open and a break occurs in the hose or brake pipe, caus- 
ing a reduction of pressure in the brake pipe, no application 
of the automatic brake would follow on the engine and tender. 

Leaving Brakes Set. The straight air brake valve should 
remain in application position when the engine is brought to a 
stop for the purpose of oiling, taking coal and water, or when 
leaving it for a time, to insure against any movement of the 
engine. 

Engine Brakes Failing to Release. A failure of the driver 
and tender brakes to release indicates that the triple valves or 
the straight air brake valves are not in release position. The 



138 AUTOMATIC & STRAIGHT AIR EQUIPMENT. 

remedy is evident and the trouble can be avoided by maintaining 
at least 10 or 20 pounds of excess pressure in the main reservoir 
when using the straight air, and keeping the straight air brake 
valve in release position when the automatic is in use. 

If the straight air brake valve is left in lap position, when 
using the automatic brake, any leak of pressure by the double 
check will bank between the double check and the straight air 
brake valve. When the automatic is released, reducing the pres- 
sure in the brake cylinder a trifle below that on the straight air 
side of the double check, this pressure will force the double check 
over toward the automatic side, closing communication between 
the brake cylinder and the triple exhaust, thus holding the brake 
set, and the straight air valve must be placed in release position 
in order to release the brake. 

If the automatic brake valve is left in full release position 
while using the straight air brake, the pressure of the main 
reservoir, brake pipe and auxiliary reservoirs will equalize, and 
in using the straight air, the main reservoir pressure will be 
reduced, which in turn will reduce the brake pipe pressure, caus- 
ing the triple to assume set position. This high auxiliary pressure 
feeding to the automatic side of the double check will force the 
double check over toward the straight air release, and in releas- 
ing the straight air brake, the only pressure that can be released 
will be that which is between the straight air side of the double 
check and the straight air brake valve. In order to release the 
brake it wall then be necessary to wait until the brake pipe 
pressure exceeds that in the auxiliary reservoir, by placing the 

automatic brake valve in lap position, which restores the excess 
pressure to a point where it will be sufficient to overcome the 
pressure in the auxiliary. 

Drivers Sliding. If a bursted hose should cause an auto- 
matic application, or other conditions cause the driving wheels 
to slide, the driver brakes should be released at once by opening 
grade bleed cock D (Plate 50). 

Wheel sliding to the extent of causing flat spots is inexcus- 



AUTOMATIC & STRAIGHT AIR EQUIPMENT. 139 

able with the straight air. As the straight air pressure is 5 
pounds lower than the automatic pressure . should be when 
fully applied, it reduces the liability of wheel sliding. When 
wheel sliding, due to slippery rails, does occur, the prompt 
release of the brakes, which is possible with straight air, will 
prevent damage to the wheels. While the straight air pressure 
can be adjusted below 45 pounds, there is no necessity for so 
doing, as it weakens the holding power. W^hen the rails 
are bad and the speed is low the engineman should not use the 
full straight air pressure. 

DEFECTS OF THE STRAIGHT AIR BRAKE. 

When a blow occurs from the triple exhaust while the straight 
air brake valve is being used, it indicates a leak by the double 
check from the straight air to the automatic side. 

If there is a blow at the straight air brake valve exhaust 
while using the automatic brake, it indicates that there is a leak 
by the double check from the automatic to the straight air side. 

When there is a blow at the safetv valve while the strai2:ht 
air is being used^ it indicates that the tension of the spring is 
too weak, or that the reducing valve is not adjusted properly, or 
is held from its seat by dirt. 

If there is a blow at the straight air exhaust while the straight 
air brake is in use, it indicates that the release valve of the 
straight air is held from its seat. 

When there is a blow at the straight air exhaust when neither 
the automatic nor the straight air valve is in use, it indicates 
that application valve 8 of the straight air brake valve is held 
from its seat. 

Locating Leaks. All of the leakages previously mentioned, any 
leakage in the pipes leading from the straight air brake valve to 
the brake cylinders, or leaks in the brake cylinders can be de- 
tected as follows : 

When the pressure is fully pumped up, the number of strokes 
of the pump per minute required to maintain this pressure should 



140 DUPLEX MAIN RESERVOIR CONTROL. 

be noted. The straight air brake valve should then be placed 
in full application position and left until the pressure is again 
restored, when the pump strokes should again be counted. Any 
difference in the number of strokes will indicate the leakage at 
one or more of the places mentioned. 

When the straight air brake valve is in application position, 
leakages can readily be located, as the straight air apparatus is 
constantly supplied with air from the main reservoir. The piston 
travel can also be accurately determined at the same time. 

WESTINGHOU3E DUPLEX MAIN RESERVOIR 

CONTROL. 

Plate 59 shows the general arrangement of the Westinghouse 
Duplex Main Reservoir Control. This arrangement differs from 
that which is usually found on a locomotive in the use of the 
duplex pump governor, in which one head is adjusted for low 
and one for high pressure. 

The object of this arrangement is to permit the accumulation 
of a high main reservoir pressure, with which to release the 
brakes and recharge the auxiliary reservoirs, the pump being re- 
quired to operate against the high pressure only during the time 
the brakes are applied. The head of the low pressure governor 
is usually adjusted at 90 pounds, and that of the high pressure at 
from 120 to 130 pounds. 

Operation. The pump governor control is transferred from 
one head to the other by the movement of the brake valve handle. 
When the brake valve is in full release or running position the 
low pressure governor controls the pump, and when in lap, 
service or emergency position th^ high pressure governor con- 
trols the pump. 

Plate 59, being a diagrammatic view of the method of pip- 
ing, shows the manner in which the pump governor heads are 
coupled up. The high pressure head is coupled to the main reser- 
voir connection of the brake valve, while the low pressure head 
is connected with port A, which leads to the running position 



DUPLEX MAIN RESERVOIR CONTROL. 



141 





PLATE 59. 



"tt j> 



142 DOUBLE PRESSURE CONTROL OR SCHEDULE "U. 

port / in the brake valve. The low pressure head is therefore 
subjected to main reservoir pressure when the brake valve is 
in running or release position, which allows the air pressure to 
pass to the low pressure head, causing the pump to stop when the 
main reservoir pressure is equal to the adjustment of this head. 
When the brake valve is placed in lap, service or emergency posi- 
tion, the main reservoir pressure is cut off from the feed valve 
and also from the low pressure governor head, and permits the 
pump to operate until the pressure in the main reservoir is equal 
to the adjustment of the high pressure head, which will then stop 
the pump. 

While the brake valve is in running or release position port / 
is closed, but air pressure reaches the low pressure governor head 
by passing back from the brake pipe through the feed valve at- 
tachment. 

DOUBLE PRESSURE CONTROL OR SCHEDULE 

The double pressure control equipment is shown on Plate 60. 
It consists of simple appliances, by means of which the engine- 
man can change the brake pipe and main reservoir pressures from 
one predetermined standard to another. 

This equipment is particularly adapted for use upon heavy 
grades, where ''empties" are hauled up grades and ''loads" down 
grades. A pressure of 70 pounds is carried in the brake pipe 
when the cars are empty, but this is increased to 90 pounds when 
the cars are loaded. Flat wheels would probably result if the 
higher pressure were carried with a train consisting of empty 
cars, but the higher braking power is so moderate in proportion 
to the total weights of cars and contents, when they are loaded, 
that danger of wheel sliding is practically eliminated. 

The difference between the schedule "U" and the high speed 
brake equipment is as follows : No additional parts are used on 
the cars with schedule "U" ; safety valves take the place of the 
reducing valves on the locomotive and tender equipment. 



DOUBLE PRESSURE CONTROL OR SCHEDULE ''U." 143 

Operation. The operation of the double pressure control ap- 
paratus is very similar to that of the high speed brake equipment. 
When the reversing cock handle is in the position opposite to that 
shown on Plate 60, the 70-pound feed valve controls the brake 
pipe, and the entire apparatus will operate in the usual manner. 
A further description of the reversing cock and feed valve is 
given under the subhead ''High Speed Brake." As the pump 
governor is piped in the same manner as with the ordinary equip- 
ment, the main reservoir pressure is cut off from acting upon the 
diaphragm of the pump governor when the brake valve is in lap, 
service and emergency application positions. While the main 
reservoir pressure is operative upon the excess pressure dia- 
phragm when the brake valve is in release or running position, it 
is inoperative after the brakes have been applied and the brake 
valve returned to lap position, and the main reservoir pressure 
may then be pumped up to the limit established by the high pres- 
sure diaphragm. This high main reservoir pressure insures a 
prompt release and a quick recharging of the brakes upon a long 
train, and the pump operates against the high pressure only dur- 
ing the time the brakes are" applied. 

When a loaded train is about to descend a long, heavy grade, 
the handle of the reversing cock is turned to its opposite position, 
thus cutting out the low pressure feed valve. The brake pipe 
pressure is then controlled by the high pressure feed valve and 
the brakes are operated in the usual manner, but as the brake pipe 
and auxiliary reservoir pressures are now 90 pounds, a much more 
powerful brake application is available if desired. 

The purpose of the safety valves connected with the driver and 
tender brake cylinders is to prevent the accumulation of a higher 
cylinder pressure than 50 pounds. 

With a brake pipe pressure of 90 pounds upon freight trains, 
a reduction of about 25 pounds is necessary to cause the auxiliary 
reservoir and brake cylinder pressures to equalize with normal 
piston travel. 



144 

THE HIGH SPEED BRAKE. 

The principles involved in the high speed brake are as follows : 
( I ) The friction between the brake shoes and the wheel, which 
tends to stop the rotation of the wheel, becomes less as the 
rapidity of the rotation of the wheel increases. (2) The adhesion 
between the wheel and the rail remains practically constant, re- 
gardless of the speed. 

Plate 61 shows a modification of the quick action brake. The 
names of the parts, method of connection, and adjustment of the 
parts are indicated thereon. 

The locomotive equipment shown on Plate 61 can be changed 
from the quick action to the high speed brake by turning the 
handle of the reversing cock. When this handle is in the position 
opposite to that shown on Plate 61, the 70-pound feed valve is in 
service. Seventy pounds pressure is carried in the brake pipe 
when the brake valve is in running position, and the pump will 
stop when the main reservoir pressure reaches 90 pounds. When 
the brake valve is in lap, service or emergency position, the main 
reservoir is cut off from the excess pressure diaphragm, and the 
air pump will continue to operate until the main reservoir pressure 
reaches the limit set by the maximum governor, which is gen- 
erally from 120 to 130 pounds, thus insuring a prompt release 
and a quick recharging of the brakes on long trains. 

At high speeds a greater brake cylinder pressure, with a cor- 
responding increase in brake shoe pressure, can be used without 
danger of sliding wheels ; but in such cases it is also necessary to 
provide a means for reducing the high cylinder pressure, as the 
speed of the train is decreased. This is accomplished by means of 
the automatic reducing valve shown in the vertical cross section in 
Fig. I, Plate 62. A horizontal cross section of this valve, through 
the point at which the connecting pipe to the brake cylinder is 
secured, is shown in Fig. 2, Plate 62. Plate 63 shows the appli- 
cation of the valve to a car. Plates 64, 65 and 66 are vertical cross 
sections of the upper part of the valve, showing the various posi- 
tions of the slide valve. 



HIGH SPEED BRAKE. 



145 



i PIPE TAI^ 
24 



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EXHAUST ^" 




g PIPETAP-^C^TO BRAKE CYLINOea 



FIG. 1. PLATE 62. FIG. 2. 



146 



HIGH SPEED BRAKE. 



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PLATE 63. 



HIGH SPEED BRAKE. 



147 



Reversing Cock. If the reversing cock handle is placed in 
the position shown, the iio-pound feed valve will become opera- 
tive, giving a brake pipe pressure of no pounds, and a main 
reservoir pressure that will correspond with the adjustment of the 
maximum pressure head of the pump governor. 

HIGH SPEED BRAKE REDUCING VALVE. 

Operation. When air enters the brake cylinder from the 
auxiliary reservoir, it has free access to the reducing valve 
through a pipe connected at C (Fig. 2, Plate 62), so that chambej: 







PLATE 64. 



d, above piston 4, is always subject to brake cylinder pressure. 
Regulating spring 11, which is adjusted by means of nut 12, pro- 
vides a resistance to the downward movement of piston 4, which 



148 



HIGH SPEED BRAKE. 



is finally arrested by spring box 3. Combined with piston 4 is its 
stem 6, fitted with two collars, which control the movement of 
slide valve 8. Slide valve 8 is provided with a triangular port b in 
its face, which is always in communication with chamber d (Plate 
64). Port a in the slide valve seat leads directly to the atmos- 
phere, through exhaust opening EX. 

Slide valve 8 and its piston 4 are shown in their normal posi- 
tions on Plate 64. 



C 




PLATE 65, 

It will be noted that in release position port h of slide valve 8 
does not register with port a of its seat, so that when the brakes 
are applied the air pressure is retained in the brake cylinder and 
is subsequently released in the usual way, unless it becomes suf- 



HIGH SPEED BRAKE. 



149 



ficiently high to overcome the tension of spring 11 and force 
piston 4 downward. 

Service Application. When a heavy service appHc.ation is 
made and the brake cyHnder pressure exceeds 60 pounds, the 
pressure upon piston 4 moves it downward until port b in the 



C 




slide valve registers with port a in its seat (Plate 65), in which 
position any surplus brake cylinder pressure is promptly vented 
to the atmosphere. Spring 1 1 then raises the piston and the slide 
valve to their normal positions, closing the exhaust port and re- 
taining 60 pounds pressure in the brake cylinder. In the operation 
just described, the greatest width of port h is exposed to port a, 
and these ports are so proportioned that, in this particular posi- 



I50 HIGH SPEED BRAKE. 

tion, the surplus air is discharged from the brake cyHnder as 
rapidly as it is admitted through the service application port of the 
triple valve. 

Emergency Application. The positions assumed by piston 4 
and slide valve 8 in an emergency application of the brakes are 
shown on Plate 66. The violent admission of air into the brake 
cylinder suddenly increases the pressure on piston 4, forcing it to 
the lower end of its stroke, in which position the apex of trian- 
gular port b in the slide valve is brought into register with port a, 
and a comparatively slow discharge of brake cylinder pressure 
takes place while the train is at its highest speed ; but the area of 
the opening of port b gradually increases as the decreasing pres- 
sure above piston 4 permits spring 11 to raise slowly the piston 
and slide valve. The rate of discharge thus increases as the speed 
of the train decreases. When the brake cylinder pressure has be- 
come reduced to 60 pounds port a is closed, and the remainder of 
the brake cylinder pressure is retained until it is released in the 
usual way through the triple. 

When an emergency application of the brakes is made at high 
speeds, there is little danger of wheel sliding, and it will be ob- 
served that port b is so shaped that the brake cylinder pressure 
escapes slowly, while at lower speeds, where a heavy service ap- 
plication is more likely to occur and there is a greater tendency 
toward wheel sliding, the base of triangular port b is exposed, 
allowing the brake cylinder pressure to reduce quickly. 

Brake Cylinder Pressure. With an emergency application, 
the auxiliary reservoir and brake cylinder pressures will mo- 
mentarily equalize at 88 pounds, and a comparatively slow dis- 
charge of brake cylinder pressure will take place while the train 
is at its high speed. 

The valve is so constructed that when piston 4 moves to its 
full stroke it is arrested by shoulder 3, thus permitting the valve 
to be constantly open from the brake cylinder to the atmosphere 
while the piston and slide valve are in downward position. 

Inspection. Reducing valves should be inspected occa- 



HIGH SPEED BRAKE. 151 

sionally, to prevent possible leaks through the discharge port, and 
to ascertain that the valve closes at the proper pressure. 

Cars Not Equipped With Reducing Valves. Cars not 
equipped with the reducing valve should not be attached to trains 
employing the high speed brake, unless the brake cylinders are 
equipped with the safety valve provided for temporary use in such 
cases. The type ''E" safety valve (Plate 58) has been especially 
designed to prevent a pressure greater than standard in the brake 
cylinders of cars not equipped with the reducing valve. The 
safety valve may be quickly screwed into the oil hole of the brake 
cylinder head, and removed when the cars are again placed in 
ordinary service. 

Standard Pressures for High Speed Service. The standard 
pressures at which the different governors on the engine should be 
adjusted are as follows : The low pressure feed valve for the 
brake pipe, 70 pounds ; the high pressure feed valve for the brake 
pipe, 1 10 pounds ; the excess pressure head of the pump governor, 
20 pounds differential ; the maximum pressure head, 140 pounds. 

Advantages of High Speed Pressure in Service Application. 
With the high speed brake it is possible tO' make two full service 
applications and releases without any prolonged effort to re- 
charge, and still have 70 pounds of air in the auxiliary reservoirs 
with which to stop. A full service application here refers to a 
cylinder pressure of 50 pounds, _as the auxiliary reservoirs are 
slightly recharged each time the brake valve is placed in full re- 
lease position to release the brakes. 

DEFECTS OF THE HIGH SPEED REDUCING VALVE. 
A failure of the brakes to remain set may be caused by a cut 
slide valve or valve seat ; a broken or improperly adjusted regu- 
lating spring ; a worn out or defective packing ring 5, or packing 
leather 20, which would allow the air to pass down through the 
spring casing and out of the hole in the cap nut ; or a leak in the 
pipe connection leading from the brake cylinder to the reducing 
valve. 



152 HIGH SPEED BRAKE. 

GENERAL INFORMATION RELATING TO THE HIGH 

SPEED BRAKE. 

When using the high speed brake it should be remembered 
that with a brake pipe pressure of no pounds, and the usual 
piston travel, a service brake pipe reduction of 5, 10 or 15 pounds 
will develop no more cylinder pressure than if the usual 70-pound 
brake pipe pressure were employed. If, however, when using a 
pressure of no pounds, the reduction is continued after the cylin- 
der pressure has reached that at which the auxiliary reservoir and 
brake cylinder pressures equalize with the 70-pound brake pipe 
pressure, the cylinder pressure will increase until relieved by the 
reducing valve. 

If the brake valve is placed in service position and allowed to 
remain there, the reducing valve, when it opens, will reduce the 
cylinder pressure about as fast as the triple valve can feed the air 
from the auxiliary reservoir to the brake cylinder. While the 
habit of making more than a 20 or 25-pound service reduction is 
not good practice, the feature just described goes to show that 
with a service reduction, the cylinder, pressure will not rise ma- 
terially above that at which the reducing valve is adjusted, which 
practically eliminates any possibility of wheel sliding under ordi- 
nary conditions. 

The high speed brake was designed primarily to provide a 
means of stopping fast trains within a reasonable and safe dis- 
tance, but it can also be used advantageously to save time in 
making service stops on local trains. To accomplish this result, 
when the speed of the train exceeds 30 miles per hour, a heavy 
initial reduction of from 12 to 15 pounds should be made, and 
when the speed of the train is reduced to from 15 t.o 18 miles pei 
hour a release should be made to exhaust the high cylinder pres- 
sure and allow the trucks to regain their equilibrium. A light re- 
duction will then stop the tr?.''7 without any attendant disagreeable 
shock. This method of usmg the air is not only productive of 
quick stops, but it reduces the liability of wheel sliding to a mini- 
mum, as the low cylinder pressure is coincident with slow speed. 



153 



THE REVERSING COCK. 

This device is a combination of a two-way cock with a bracket, 
to which are fastened the two slide valve feed valves required. 

Its design and appearance are shown on Plate 67. The two 
pipe tapped openings in the back are connected by piping with 
the corresponding openings of the pipe bracket on the engineer's 
brake valve (Plate 67). The opening marked "from main reser- 
voir" connects with the feed port, which admits main reservoir 
pressure to the feed valves when the brake valve is in running 
position, and the opening marked ''to brake pipe" connects with 
the brake valve port from the feed valve to the brake pipe. 

Operation. At all times when the brake valve is in running 
position, main reservoir pressure is admitted to the upper passage 
in the reversing cock, and thence through the top port in the cock 
plug to the openings in the flange on either one side or the other, 
which connects with the opening in the high pressure side of the 
slide valve feed valve. 

After passing through the feed valve, the reduced air pressure 
enters the reversing cock at the opening BP, and, passing through 
the lower passages in the reversing cock, is brought by the piping 
and port in the brake valve to the brake pipe. 

In this way the pressure in the brake pipe is determined by 
one of the two feed valves which is brought into operation 
through the position of the reversing cock handle. 

The small pipe tapped opening in the top of the reversing cock 
(shown in the cut as plugged) is only for use with the SD-4 (old 
standard) type of Duplex Pump Governor, and, when this gov- 
ernor is used, it is connected with its low pressure diaphragm. 
It will be seen that the main reservoir pressure communicates with 
this opening only when the cock handle is turned towards the low 
pressure side marked "L" in front. In this way the low pressure 
governor head is cut out during the lap, service and emergency 
positions of the brake valve, and when the reversing cock handle 
is in the high pressure position. 



154 



REVERSING COCK. 




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w 
> 



PLATE 67. 



REVERSING COCK. 



155 



Plates 68 and 69 illustrate the device known as the slide valve 
feed valve, which is used to reduce main reservoir pressure to a 
predetermined brake pipe pressure, when the brake valve is in 
running position. One of these valves is attached to each side of 



54 55 56 




63 

PLATE 68. 



the reversing cock, and its operation is fully illustrated and de- 
scribed on Pages 58 to 62. 

Adjustment. The regulating spring Gy is generally adjusted 
to maintain a pressure of 70 pounds in the brake pipe by the low 
pressure feed valve, and no pounds by the high pressure feed 
valve. The details of both feed valves are identical. 



156 



REVERSING COCK. 



The defects of the slide valve feed valve are similar to those 
used on the G-6 brake valve. 

If either of the pipes leading to the feed valve becomes broken 
it would be necessary to remove the pipe bracket from the brake 




63 

PLATE 69. 



valve, and connect the. feed valve with the brake valve, which 
would allow the same pressure to be used as before. 



157 

THE NO. 6 ET LOCOMOTIVE BRAKE 
EQUIPMENT. 

The new locomotive brake equipment here illustrated and 
described is known as the ET (engine and tender) brake equip- 
ment. It differs materially from the present combined automatic 
and straight air brake in that it consists of considerably less ap- 
paratus. In operation it possesses all the advantages of the latter 
type of brake equipment, and in addition several other important 
ones which are necessary in modern locomotive brake service. 

The design of the principal valves comprising the ET equip- 
ment is such that it may be applied to any locomotive, whether in 
high speed passenger, double pressure control, ordinary passenger 
or freight, or any kind of switching service, without change or 
special adjustment of the brake apparatus. All valves are so de- 
signed that they may be removed for repairs and replaced without 
disturbing the pipe joints. 

In operation its important advantages are, that the locomotive 
brakes may be used with or independently of the train brakes, 
without regard to the position of the locomotive in the train ; the 
brakes can be applied with any desired pressure between the maxi- 
mum and the minimum, and this pressure will be automatically 
maintained in the locomotive brake cylinders, regardless of leak- 
age from them and of variation in piston travel, until released by 
the brake valve. They can be graduated on or off with either the 
automatic or the independent brake valve ; hence, in all kinds" of 
service the train can be handled without shock or danger of part- 
ing, and in passenger service smooth, accurate stops can be made 
with greater ease than has heretofore been possible. 

MANIPULATION. 

The instructions relating to its use are general and must be 
supplemented to a limited extent to meet fully the varying local 
conditions on different railways. 



158 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

The manipulation of the ET equipment is practically the same 
as the combined automatic and straight air brake ; therefore, no 
radical departure from present methods of air brake practice is 
required to get the desired results. 

Positions of Brake Valve Handles. When not in use, the 
handles of both brake valves should be carried in running position. 
To make a service application, move the handle of the automatic 
brake valve to service position until the required brake pipe re- 
duction has been made, when it should be moved to lap position, 
which is the one for holding the brakes applied. 

To release the train brakes, move the handle to release position 
and leave it there until all the triple valves are in release position. 
If the locomotive brakes are to be released at once the handle 
should be moved to running position, but if they are to be held for 
a time it should be moved to holding position and the brakes 
graduated off by short, successive movements between running 
and holding positions. With all freight trains, especially long- 
ones, the brake valve must be left in both release and holding posi- 
tions very much longer than with short trains, particularly pas- 
senger trains. 

To apply the brakes in an emergency application, move the 
handle of the automatic brake valve quickly to emergency position 
and leave it there until the train is stopped or the danger is past. 

To make a smooth and accurate two-application passenger 
train stop, the first application should be heavy enough to reduce 
the speed of the train to about 15 miles per hour at a convenient 
distance from the stopping point ; the train brakes should then be 
released by moving the handle to release position, and then the 
locomotive brakes by moving the handle to running position for 
two or three seconds before making a second application. 

When using the independent brake only, the handle of the 
automatic brake valve should be carried in running position. 
An independent application may be released by moving the inde- 
pendent brake valve to running position. Release position is for 
use only when the automatic brake valve is not in running position. 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 159 

Handling Long Trains. While handling long trains in road 
or switching service the independent brake should be operated 
with care to prevent damage to cars and lading, caused by running 
the slack in or out too hard. In cases of emergency arising while 
the independent brake is applied, the automatic brake should be 
applied instantly. The safety valve will restrict the brake cylinder 
pressure to the proper maximum. 

Alternating Engine and Train Brakes. The brakes on the 
locomotive and on the train should be alternated in heavy grade 
service to prevent overheating of driving wheel tires and to assist 
the pressure retaining valves in holding the train while the 
auxiliary reservoirs are being recharged. This is done by keeping 
the locomotive brakes released by use of the independent brake 
valve when the train brakes are applied, and applying the locomo- 
tive brakes just before the train brakes are released, and then 
releasing the locomotive brakes after the train brakes are re- 
applied. 

Releasing Engine Brakes. When all brakes are applied 
automatically, to graduate oi¥ or entirely release the locomotive 
brakes only, the independent brake valve should be used in re- 
lease position. 

Release position of the independent brake valve will release 
the locomotive brakes under any and all conditions. 

Engine Brake Cylinder Pressure. The red hand of the air 
gauge (Plate 71) will show at all times the pressure in the locomo- 
tive brake cylinders, and this hand should be closely observed in 
brake manipulation. 

Releasing Train Brakes Before Detaching Locomotive. 
The train brakes should always be released before detaching the 
locomotive, and the train held with the hand brakes when neces- 
sary. This is especially important on grades, as there is otherwise 
no assurance that the car, cars or train so detached will not start 
when the air brakes leak ofif, as is possible where there is con- 
siderable leakage. 

The automatic brakes should never be used to hold a standinsr 



i6o NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

locomotive or a train, even when the locomotive is not detached, 
for a longer time than ten minutes, and not for such time if the 
grade is very steep or the condition of the brakes is not up to 
standard. The safest method is to hold the train with the hand 
brakes only and to keep the auxiliary reservoirs fully charged, in 
order to guard against a start caused by the brakes leaking off. 
By doing this, it is possible to obtain any part of the full braking 
power immediately after starting. 

The Independent Brake. The independent brake is a very 
important safety feature in this connection, as it will hold a loco- 
motive with a leaky throttle, or quite a heavy train, on a fairly 
steep grade, if, as the automatic brakes are released, the slack is 
prevented from running in or out (depending on the tendency 
of the grade) and giving the locomotive a start. The best 
method of making a stop on a descending grade is to apply the 
independent brake heavily as the stop is being completed, thus 
bunching the train solidly. Then, when the train is stopped, the 
independent brake valve should be placed and left in application 
position, and the automatic brakes released and then recharged. 
If the independent brakes are unable to prevent the train from 
starting, the automatic brakes w^ill have become sufficiently re- 
charged to make an immediate stop. In such an event, enough 
hand brakes should be applied at once as are necessary to assist 
the independent brakes to hold the train. Many runaways and 
some serious wrecks have resulted through failure to comply 
with the foregoing instructions. 

When leaving the engine or while doing work about it, or 
when it is standing at a coal chute or water plug, the independent 
brake valve should always be left in application position. 

In case the automatic brakes are applied by a bursted hose, 
a break-in-two, or the use of the conductor's valve, the auto- 
matic brake valve must be placed in lap position. 

When there are two or more locomotives in a train the 
double-heading cock must be closed, and the handle of the auto- 
matic brake valve carried in running position on each engine, 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. i6i 

except the one from which the brakes are being operated. 

Before leaving the roundhouse the engineman should try the 
brakes with both brake valves, and should see that no serious 
leaks exist. The pipes between the distributing valve and the 
brake valves must be absolutely tight. 

PARTS OF EQUIPMENT. 

1. The air pump, for the purpose of compressing the air. 

2. The main reservoirs, in which to store and cool the air, 
and collect water and dirt. 

3. A duplex pump governor, for controlling the pump when 
the pressures are attained for which it is regulated. 

4. A distributing valve, and small double chamber reservoir 
to which it is attached, which are placed on the locomotive to per- 
form the functions of triple valves, auxiliary reservoirs, double 
check valves, high speed reducing valves, etc. 

5. Two brake valves, the automatic to operate the locomo- 
tive and train brakes, and the independent to operate the loco- 
motive brakes only. 

6. A feed valve, to regulate the brake pipe pressure. 

7. A reducing valve, to reduce the pressure for the inde- 
pendent brake valve and for the air signal system when used. 

8. Two duplex air gauges, one to indicate the equalizing 
reservoir and main reservoir pressures, the other to indicate the 
brake pipe and locomotive brake cylinder pressures. 

9. Driver, tender and truck brake cylinders, cut-out cocks, 
air strainers, hose couplings, fittings, etc., incidental to the pip- 
ing, for purposes of brake operation. 

NAMES OF PIPING. 
Discharge Pipe: Connects the Air Pump to the first ^lain 
Reservoir. 

Connecting Pipe: Connects the two ^Nlain Reservoirs. 
Maiit Reservoir Pipe: Connects the second Main Reservoir 



i62 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

to the Automatic Brake Valve, Distributing Valve, Feed Valve, 
Reducing Valve, and Pump Governor. 

Feed Valve Pipe: Connects the Feed Valve to the Auto- 
matic Brake Valve. 

Excess Pressure Governor Pipe: Connects the Feed Valve 
Pipe to the Excess Pressure Head of the Pump Governor. 

Reducing Valve Pipe: Connects the Reducing Valve to the 
Independent Brake Valve, and also the Signal System when used. 

Brake Pipe: Connects the Automatic Brake Valve with the 
Distributing Valve and all Triple Valves on the cars in the train. 

Brake Cylinder Pipe: Connects the Distributing Valve with 
the Driver, Tender and Truck Brake Cylinders. 

Application Cylinder Pipe: Connects the Application Cylin- 
der of the Distributing Valve to the Independent and Automatic 
Brake Valves. 

Distributing Valve Release Pipe: Connects the Application 
Cylinder Exhaust Port of the Distributing Valve to the Auto- 
matic Brake Valve through the Independent Brake Valve. 

ARRANGEMENT OF APPARATUS. 

Plate 70 is a diagram of the No. 6 ET equipment, giving the 
necessary instructions for making the correct pipe connections 
for the equipment. Plate 71 is a similar diagram giving the 
designations of the apparatus and piping as referred to in the 
following description : 

Referring to Plate 71, air after being compressed by the pump 
passes to the main reservoirs and the main reservoir pipe. The 
main reservoir cut-out cock is for the purpose of cutting off and 
venting the air from the main reservoir pipe, when removing any 
of the apparatus, except the governor. The end toward the main 
reservoir is tapped for a connection to the pump governor. Be- 
fore this cock is closed the double-heading cock should be closed, 
and the brake valve handle placed in release position. This is 
to prevent the slide valve of the feed valve, and the rotary valve 
of the brake valve, from being lifted from their seats. 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 163 




PLATE 70. 



i64 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

Main Reservoir Connections. Beyond the main reservoir 
cut-out cock the main reservoir pipe has four branches, one of 
which runs to the automatic brake valve, one to the feed valve, 
one to the reducing valve, and one to the distributing valve. As 
a result, the automatic brake valve receives air from the main 
reservoirs in two ways, one direct and the other through the feed 
valve. 

The feed valve pipe leading from the feed valve to the auto- 
matic brake valve has a branch on top of the excess pressure 
head of the duplex pump governor. 

The third branch of the main reservoir pipe connects with 
the reducing valve. Air at the pressure for which this valve is 
set (45 pounds) is supplied to the independent brake valve 
through the reducing valve pipe. 

Air Signal Connections. When the air signal system is in- 
stalled it is connected to the reducing valve pipe, in which case 
the reducing valve also takes the place of the signal reducing 
valve formerly employed. In the branch pipe supplying the air 
signal system is placed a combined strainer, check valve and 
choke fitting. The strainer, prevents any dirt from reaching the 
check valve and choke fitting. The check valve prevents air 
from flowing back from the signal pipe when the independent 
brake is applied. The choke fitting prevents the reducing valve 
from raising the signal pipe pressure so quickly as to prevent 
the operation of the signal system. 

Distributing Valve Connections. The distributing valve has 
five pipe connections made through the end of the double cham- 
ber reservoir, three to the left and two to the right. Of the three 
on the left, the upper is the supply pipe, leading from the main 
reservoir ; the intermediate is the application cylinder pipe, lead- 
ing to the independent and automatic brake valves, and the lower 
is the distributing valve release pipe, leading through the inde- 
pendent brake valve to the automatic brake valve, when the han- 
dle of the independent brake valve is in running position. Of 
the two on the right, the lower is the brake pipe branch connec- 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 165 




PLATE 71. 



i66 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

tion, and the upper is the brake cylinder pipe, branching to all 
brake cylinders on the engine and tender. In this pipe are placed 
cocks for cutting out the brake cylinders when necessary, and in 
the engine truck and tender brake cylinder cut-out cocks are 
placed choke fittings to prevent serious loss of main reservoir 
air, and the release of the other locomotive brakes during a stop, 
in case of a bursted brake cylinder hose. 

The automatic brake valve connections, other than those 
already mentioned, are the brake pipe, the main reservoir, the 
equalizing reservoir, and the lower connection to the excess pres- 
sure head of the pump governor. 

PRINCIPLES OF OPERATION. 

The principles governing the operation of the ET equipment 
are similar to those of other styles of equipment. The difference 
consists in the means for supplying the air pressure to the brake 
cylinders. Instead of a triple valve and auxiliary reservoir for 
each of the engine and tender equipments, the distributing valve 
supplies all brake cylinders. The distributing valve consists 
of two portions, known as the equalizing portion and the 
application portion. It is connected with a double chamber 
reservoir, the two chambers of which are called respectively the 
pressure and the application chambers. The latter is ordinarily 
connected with the application portion of the distributing valve 
in such a way as to enlarge the volume of that part of it called 
the application cylinder (Plate 72). The connections between 
these parts, as well as their operation, may be compared with that 
of a miniature brake set, the equalizing portion representing the 
triple valve, the pressure chamber the auxiliary reservoir, and 
the application portion always having practically the same pres- 
sure in its cylinder as that in the brake cylinders. This is shown 
by the diagrammatic illustration on Plate ^2. For convenience, 
compactness and security they are combined in one device, as 
shown on Plates 73 and 74. The equalizing portion and pressure 
chamber are used in automatic applications only. Reductions of 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 167 



>\PPLICATION- 
CYLINDER. 



TO MAIN RESERVOIR. 



TO INDEPENDENT AND 
AUTOMATIC BRAKE VALVCS. 



TO INDEPeNOENT BRAKE VALVE. 




APPLICATION 
CHAMBER. 



wM & 



\\\\\\\\\\v\\\\\\\\^ 



PRESSURE CHAMBER. 



PLATE 72, 



i68 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

brake pipe pressure cause the equalizing valve to connect the 
pressure chamber to the application cylinder, allowing air to flow 
from the former to the latter. The upper slide valve connected 
to the piston rod of the application portion admits air to the brake 
cylinders and is called the application valve, while the lower one 
releases the air from the brake cylinders and is called the ex- 
haust valve. As the air admitted to the brake cylinders comes 
directly from the main reservoirs, the supply is practically un- 
limited. Any pressure in the application cylinder will force the 
application piston to close the exhaust valve, open the appli- 
cation . valve and admit air from the main reservoirs to the 
locomotive brake cylinders until their pressure equals that in the 
application cylinder. Also any variation of application cylinder 
pressure will be duplicated in the locomotive brake cylinders and 
the resulting pressure maintained, regardless of any brake cylin- 
der leakage. The whole operation of this locomotive brake, 
therefore, consists in admitting and releasing air into or out of 
the application cylinder ; in independent applications, directly 
through the independent brake valve, and in automatic applica- 
tions, by means of the equalizing portion and the air pressure 
stored in the pressure chamber. 

The well-known principle embodied in the quick action triple 
valve, by which a high braking power is obtained in emergency 
applications, and a sufficiently lower one in full service applica- 
tions, to provide against wheel sliding, is also embodied in the 
No. 6 distributing valve. This is accomplished by cutting off the 
application chamber from the application cylinder in all emer- 
gency applications. In emergency applications the pressure 
chamber fills the small space of the application cylinder only, thus 
giving a high equalization and a correspondingly high brake cyl- 
inder pressure. In service applications it must fill the same 
volume combined with that of the application chamber, thus giv- 
ing a lower equalization and a correspondingly lower brake cylin- 
der pressure. 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 169 



THE No. 6 DISTRIBUTING VALVE. 

This valve is an important feature of the ET equipment. 
Plate 73 shows the two chambers of the reservoirs. Safety 
valve 34 is also an essential part of the distributing valve, and is 
shown on Plate 86. 

List of Parts. Referring to Plates 73 and 74, the names of 
the different parts of this apparatus are as follows : 



2. Body. 

3. Application Valve Cover. 

4. Cover Screw. 

5. Application Valve. 

6. Application Valve Spring. 

7. Application Cylinder Cover. 

8. Cylinder Cover Bolt and 

Nut. 

9. Cylinder Cover Gasket. 

10. Application Piston. 

11. Piston Follower. 

12. Packing Leather Expander. 

13. Packing Leather. 

14. Application Piston Nut. 

15. Application Piston Packing 

Ring. 

16. Exhaust Valve. 

17. Exhaust Valve Spring. 

18. Application Valve Pin. 

19. Application Piston Gradu- 

ating Stem. 

20. Application Piston Gradu- 

ating Spring. 

21. Graduating Stem Nut. 

22. Upper Cap'' Nut. 

23. Equalizing Cylinder Cap. 

24. Cylinder Cap Bolt and Nut. 

25. Cylinder Cap Gasket. 



26. Equalizing Piston. 
2y. Equalizing Piston Packing 
Ring. 

28. Graduating Valve. 

29. Graduating Valve Spring. 

31. Equalizing Valve. 

32. Equalizing Valve Spring. 

33. Lower Cap Nut. 

34. Safety Valve. 

35. Double Chamber Reser- 

voir. 

36. Reservoir Stud and Nut. 

37. Reservoir Drain Plug. 

38. Distributing Valve Drain 

Cock. 

39. Application Valve Cover 

Gasket. 

40. Application Piston Cotter. 

41. Distributing Valve Gasket 

(not shown). 

42. Oil Plug. 

43. Safety Valve Air Strainer. 

44. Equalizing Piston Gradu- 

ating Sleeve. 

45. Equalizing Piston Gradu- 

ating Spring Nut. 

46. Equalizing Piston Gradu- 

ating Spring. 



I70 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 




PLATE 73. 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 171 

Tracing of Ports and Connections. To simplify the trac- 
ing of the ports and connections, the various positions of this 
valve are illustrated in nine diagrammatic views; that is, the 
valve is distorted to show the parts differently than actually con- 
structed, with the object of explaining the operation clearly in- 
stead of showing the exact design of the parts. The chambers 
of the reservoir are, for convenience, indicated at the bottom as 
a portion of the valve itself. * On Plate 74 equalizing piston 26, 
graduating valve 28, and equalizing slide valve 31, are shown as 
actually constructed. But, as there are ports in the valves which 
cannot thus be clearly indicated, the diagrammatic illustrations 
show each slide valve considerably elongated, so as to make all 
the ports appear on one plane, with similar treatment of the 
equalizing valve seat. Plate 75 shows the correct location of 
these ports. 

Main Reservoir Pressures. Referring to Plate y6, it will 
be seen that main reservoir pressure is always present in the 
chamber surrounding application valve 5, by its connection 
through passage a, a, to the main reservoir pipe. Chamber b to 
the right of application piston 10 is always in free communication 
with the brake cylinders, through passage c and the brake cylinder 
pipe. Application cylinder g at the left of application piston 10 
is connected by passage h with the equalizing valve seat, and to 
the brake valves through the application cylinder pipe. 

AUTOMATIC OPERATION. 

Charging. Referring to Plate 76, which shows the movable 
parts of the valve in release position, it will be seen that as cham- 
ber p is connected with the brake pipe, brake pipe air flows 
through feed groove v around the top of piston 26 into the cham- 
ber above equalizing valve 31, and through port to the pressure 
chamber until the pressures on both sides of the piston are equal. 

Service Application. When a service application is made 
with the automatic brake valve, the brake pipe pressure in cham- 
ber p is reduced, causing a difference in pressures on two sides 



172 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

of this piston, which resuhs in the piston moving toward the 
right. The first movement of the piston closes the feed groove 
and at the same time moves the graduating valve until it uncovers 
the upper end of port ,:• in the equalizing vrlve 31. As the piston 



l£R 




ensL 



PLATE 74. 



continues its movement the shoulder on the end of its stem en- 
gages the equalizing valve, which is then also moved to the right 
until the piston strikes equalizing piston graduating sleeve 44, 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 173 



..../: 



» ' 



PLAN OF 
GRADUATING VALVE. 



t> ( ^ 1 



FACE OF SLIDE VALVE. 




PLAN OF SLIDE VALVE. 




-40 «'-0 



O 



h^ (K 




PLAN OF SLIDE yiK\JsJE. SEAT. 
PLATE 75. 



174 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

graduating spring 46 preventing further movement ; port z in 
the equalizing valve then registers with port h in the seat, and 
cavity ;/. in the equalizing valve connects ports h and ic in the 
seat. As the equalizing valve chamber is always in communica- 
tion with the pressure chamber, air can now flow from the latter 
to both the application cylinder and the application chamber. 
This pressure forces application piston 10 to the right, as shown 
on Plate yy, causing exhaust valve 16 to close exhaust ports e 
and d, and to compress application piston graduating spring 20, 
and also causing application valve 5, by its connection with the 
piston stem through pin 18, to open its ports and allow air from 
the main reservoirs to flow into chambers h, h, and through 
passage c to the brake cylinders. 

During the movement just described, cavity t in the graduat- 
ing valve connects ports r and s in the equalizing valve, and by 
the same movement ports r and s are brought into register with 
ports h and / in the seat, thus establishing communication from 
the application cylinder to the safety valve, which is set at 68 
pounds, 3 pounds above the maximum obtained in an emergency 
application from a 70-pound brake pipe pressure, thus limiting 
the brake cylinder pressure to this amount. 

The amount of pressure resulting in the application cylinder 
with a certain brake pipe service reduction depends on the com- 
parative volumes of the pressure chamber, application cylinder 
and its chamber. These volumes are such that if they are 
allowed to remain connected by the ports in the equalizing valve, 
with 70 pounds in the pressure chamber and nothing in the appli- 
cation cylinder and chamber, they will equalize at a pressure of 
about 50 pounds. 

Service Lap. When the brake pipe reduction is not suffi- 
cient to cause a full service application, the conditions described 
above continue until the pressure in the pressure chamber is re- 
duced sufficiently below that in the brake pipe to cause piston 
26 to force graduating valve 28 to the left until stopped by the 
shoulder on the piston stem striking the right-hand end of equal- 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 175 

izing valve 31, the position indicated on Plate 78, and known as 
service lap. In this position, graduating valve 28 has closed port 
z so that no more air can flow from the pressure chamber to the 



MR 




PLATE 76. 



application cylinder and chamber. It has also closed port s, cut- 
ting oft' communication to the safety valve, so that any leak in 
the latter cannot reduce the application cylinder pressure, and 
thus similarly affect the pressure in the brake cylinders. 



176 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

The flow of air past application valve 5 to the brake cylinders 
continues until their pressures slightly exceed that in the applica- 
tion cylinder, when the higher pressure and application piston 



MR 




PLATE 77. 



graduating spring, acting together, force piston 10 to the left, as 
shown on Plate 78, thereby closing port b. Further movement 
is prevented by the resistance of exhaust valve 16 and the appli- 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 177 

cation piston graduating spring, which has. expanded to its nor- 
mal position. The brake cyHnder pressure is then practically 
the same as that in the application cylinder and chamber. 



MR 







PLATE 78. 



It will thus be seen that application piston 10 has application 
cylinder pressure on one side and brake cylinder pressure on the 
other. When either pressure varies, the piston will move to- 



178 NO. 6 ET LOCOMOTIVE BRAKE EQUIP.MENT. 

ward the lower pressure. Consequently if the pressure in cham- 
ber b is reduced by brake cylinder leakage, the pressure main- 
tained in the application cylinder will force piston lo to the right, 



MR 




PLATE 79. 



opening application valve 5 and again admitting air from the main 
reservoirs to the brake cylinders until the pressure in chamber b 
is again slightly above that in the application cylinder, when the 
piston again moves back to lap position. In this manner the 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 179 

brake cylinder pressure is always maintained equal to that in the 
application cylinder. This is known as the pressure maintaining 
feature. 




PLATE 80. 

Automatic Release. When the automatic brake valve is 
placed in release position, and the brake pipe pressure in cham- 
ber p is thereby increased above that in the pressure chamber, 
equalizing piston 26 moves to the left, carrying with it equaliz- 



i8o NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

ing valve 31 and graduating valve 28 to the position shown on 
Plate ^6. Feed groove v now being open permits the pressure 
in the pressure chamber to increase until it is equal to that in 
the brake pipe, as before described. 

This action does not release the locomotive brakes, as it does 
not discharge the application cylinder pressure. The release pipe 
is closed by the rotary valve of the automatic brake valve, and 
the application cylinder pipe is closed by the rotary valve of both 
brake valves. To release the locomotive brakes, the automatic 
brake valve must be moved to running position. The release 
pipe is then connected with the atmosphere by the rotary valve, 
and as exhaust cavity k in equalizing valve 31 connects 
ports i, w and h in the valve seat, application cylinder and cham- 
ber pressure will escape. As this pressure reduces, the brake 
cylinder pressure will force application piston 10 to the left, until 
exhaust valve 16 uncovers exhaust ports d and e, allowing the 
brake cylinder pressure to escape (Plate 76) ; or in case of a 
graduated release, reduces the brake cylinder pressure in like 
proportion to the reduction in the application cylinder pressure. 

Emergency. When a sudden and heavy brake pipe reduc- 
tion is made, as in an emergency application, the air in the pres- 
sure chamber forces equalizing piston 26 to the right with suffi- 
cient force to compress equalizing piston graduating spring 46, 
so that the piston moves until it strikes the leather gasket be- 
neath cap 23, as shown on Plate 79. This movement causes 
equalizing valve 31 to uncover port h in the bushing, without 
opening port w, making a direct opening from the pressure 
chamber to the application cylinder only, so that the pressures 
quickly equalize. This cylinder volume being small and con- 
nected with that of the pressure chamber, a pressure of 70 pounds 
w^ill equalize at about 65 pounds. Also in this position of the 
automatic brake valve, a small port in the rotary valve allows 
air from the main reservoirs to feed into the application cylinder 
pipe and thence to the application cylinder. The application cyl- 
inder is now connected to the safety valve through port h in 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. i8i 

the seat, cavity q and port r in the equahzing valve, and port z 
in the seat. Cavity q and port r in the equahzing valve are con- 
nected by a small port, the size being such that it permits the air 



MR 




PLATE 81. 



in the application cylinder to escape through the safety valve at 
the same rate as the air from the main reservoirs, feeding 
through the rotary valve of the automatic brake valve, can supply 



i82 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

it, thus preventing the pressure from rising above tne adjustment 
of the safety valve. 

High Speed Service. In high speed brake service the feed 
valve is regulated for no pounds brake pipe pressure instead of 



MR 




PLATE 82. 

70, and the main reservoir pressure is from 130 to 140 pounds. 
Under these conditions an emergency application will raise the 
application cylinder pressure to about 93 pounds, but the passage 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 183 

between cavity q and port r is so small that the flow of application 
cylinder pressure to the safety valve is just enough greater than 
the supply through the brake valve to decrease that pressure in 
practically the same time and manner as is done by the high speed 
reducing valve, until it is approximately 75 pounds. The reason 
why the pressure in the application cylinder, pressure chamber 
and brake cylinders does not fall to 68 pounds, to which pressure 
the safety valve is adjusted, is because the inflow of air through 
the brake valve with the high main reservoir pressure used in 
high speed service is equal, at 75 pounds, to the outflow through 
the small opening to the safety valve. This is done in order to 
permit of shorter stops in emergency applications. The applica- 
tion portion of the distributing valve operates similarly, but more 
quickly in emergency than in service application. 

Emergency Lap. The movable parts of the valve remain 
in the position shown on Plate 79 until the brake cylinder pres- 
sure slightly exceeds that in the application cylinder, when the 
application piston and application valve move back to the position 
shown on Plate 80, which is known as emergency lap. 

Releasing. The release, after an emergency application, is 
produced by the same manipulation of the automatic brake valve 
as that following a service application, but the effect on the dis- 
tributing valve is somewhat different. When the equalizing pis- 
ton, valve and graduating valve are forced to release position by 
the increased brake pipe pressure in chamber p, the application 
chamber, with no pressure in it, is connected to the application 
cylinder, with the emergency pressure in it, through port zt^, 
cavity k and port h. The pressure in the application cylinder at 
once expands into the application chamber until these pressures 
are equal, which results in the release of brake cylinder pressure 
until it is slightly less than that in the application cylinder and 
chamber. Consequently in releasing after an emergency applica- 
tion, the brake cylinder pressure will automatically reduce to 
about 15 pounds, and it will remain at this pressure until the auto- 
matic brake valve is moved to running position. 



i84 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

Application by Conductor's Valve, Train Parting, or 
Bursted Hose. If the brakes are applied by the use of a con- 
ductor's valve, a bursted hose, or the train parting, the movement 
of equaHzing valve 31 breaks the connection between ports h and 
t through cavity k, so that the brakes will remain applied until 
the brake pipe pressure is restored. The handle of the automatic 
brake valve should be moved to lap position to prevent any loss 
of main reservoir pressure. 

INDEPENDENT BRAKE OPERATION. 

Independent Application. When the handle of the inde- 
pendent brake valve is moved to either application position, air 
from the main reservoir, limited to a maximum pressure of 45 
pounds by the reducing valve, flows to the application cylinder, 
forcing application piston 10 to the right, as shown on Plate 81. 
This movement opens the port of application valve 5, allowing 
air from the main reservoirs to flow into chambers b, b, and 
through passage c to the brake cylinders, as in an automatic ap- 
plication, until the pressure slightly exceeds that in the applica- 
tion cylinder. The application piston graduating spring and the 
higher pressure then force application piston 10 to the left, until 
application valve 5 closes its port. Further movement is pre- 
vented by the resistance of exhaust valve 16 and the application 
piston graduating spring having expanded to its normal position. 
This position, shown on Plate 82, is known as independent lap. 

It will be seen that whatever pressure exists in the application 
cylinder will be maintained in the brake cylinders by the pressure 
maintaining feature previously described. 

Independent Release. When the handle of the independent 
brake valve is moved to release position a direct opening is made 
from the application cylinder to the atmosphere. As the applica- 
tion cylinder pressure escapes, the brake cylinder pressure in 
chambers b moves application piston 10 to the left, causing ex- 
haust valve 16 to open exhaust ports e and d, as shown on Plate 
76, thereby allowing brake cylinder pressure to escape to the 
atmosphere. 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 185 



If the independent brake valve is returned to lap position be- 
fore all of the application cylinder pressure has escaped, applica- 
tion piston 10 will return to independent lap position as soon as 
the brake cylinder pressure is reduced a little below that remain- 



MR 




PLATE 83. 



ing in the application cylinder, thus closing exhaust ports e and 
d, and holding the remaining pressure in the brake cylinders. 
In this way the independent brake release may be graduated as 
desired. 



i86 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

This equipment possesses all the flexibility and ease of manip- 
ulation embodied in the combined automatic and straight air 
equipment, with much less apparatus and complication, besides 
the additional important features of pressure maintaining, equal 
pressures in all brake cylinders, and the fact that it is always 
possible to release the locomotive brakes with the independent 
brake valve, even when automatically applied. In connection 
with this last-mentioned feature, Plate 83 shows the positions 
the distributing valve parts will assume if the locomotive brakes 
are released by the independent brake valve after an automatic 
application has been made. This results in the application por- 
tion moving to release position without changing the conditions 
in either the pressure chamber or the brake pipe; consequently 
the equalizing portion does not move until release is made by 
the automatic brake valve. 

An independent release of locomotive brakes can also be 
made in the same manner after an emergency application by the 
automatic brake valve. However, owing to the fact that in this 
position the automatic brake valve will be supplying the applica- 
tion cylinder through the maintaining port in the rotary valve, 
the handle of the independent brake valve must be held in release 
position to prevent the locomotive brakes from reapplying, so 
long as the handle of the automatic brake valve remains in emer- 
gency position. The equalizing portion of the distributing valve 
will remain in the position shown on Plates 79 and 80, while the 
application portion will assume the position shown on Plate 83. 

Two or More Engines in a Train. When there are two or 
more locomotives in a train the handles of both brake valves on 
each locomotive, except the ones from which the brakes are being 
operated, should be carried in running position. The release pipe 
is then open to the atmosphere at the automatic brake valve, and 
the operation of the distributing valve is the same as that in auto- 
matic brake applications. In double-heading, therefore, the ap- 
plication and release of the distributing valve on each helper 
Jocomotive is similar to that of the triple valves on the train. But 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 187 

if it is necessary for the engineman or a helper to apply or release 
his brakes independently of those on the train he can do so by 
using the independent brake valve, without moving the handle 
of the automatic brake valve. 

Condensation. Port U drains the application cylinder of any 
moisture caused by the condensation of air in chambers h, and 
this moisture passes to the lower part of the distributing valve 
through port m, from whence it may be drawn off by drain 
cock 38. 

Removing the Parts. To remove piston 10 and slide valve 
16, it is necessary first to remove cover 3, application valve 5, 
and valve pin 18. 



QUICK ACTION CYLINDER CAP. 

The equalizing portion of the distributing valve, as already 
described, corresponds to the plain triple valve of the old standard 
locomotive brake equipment. There are, however, conditions 




PLATE 84. 



under which it is advisable to have it correspond to a quick action 
triple; that is, vent brake pipe air into the brake cylinders in an 
emergency application. To obtain this result, cylinder cap 23 



i88 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

(Plate 74) is replaced by the quick action cylinder cap shown on 
Plate 84. 

In an emergency application, as equalizing piston 26 moves 
to the right and seals against the gasket (Plate 85), the knob 
on the piston strikes graduating stem 59, which compresses 



MR 




PLATE 85. 



equalizing piston graduating spring 46 and moves slide valve 
48 to the right, opening port ;'. The brake pipe pressure 
in chamber p flows to chamber X, forces check valve 53 
downward, and passes to the brake cylinders through port m in 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 189 

the cap and distributing valve body. When the pressures in the 
brake cylinders and the brake pipe equalize, check valve 53 is 
forced to its seat by spring- 54, thus preventing the air in the 
brake cylinders from flowing back into the brake pipe. When a 
release of the brakes occurs, and piston 26 is moved back to its 
normal position (Plate 76), spring 46 forces graduating stem 59 
and slide valve 48 back to the position shown on Plate 84. 

In all other respects, the operation of a distributing valve pro- 
vided with this cap is the same as previously described. 

DEFECTS OF THE DISTRIBUTING VALVE. 

Leaks. If application valve 5 leaks or becomes cut, allow- 
ing air to pass it while in lap position, it will increase the brake 
cylinder pressure above that in the application chamber and force 
application piston 10 and the application valve back far enough to 
allow the surplus air to escape at the brake cylinder exhaust port. 
This leak can be detected by the escape of brake cylinder air at 
the exhaust port during a brake application, or when the distrib- 
uting valve is in release position. 

If exhaust valve 16 leaks it will cause a constant blow from 
the exhaust port while the brakes are applied. It will not re- 
lease the brake, as the leak will reduce the pressure slightly on 
the brake cylinder side of the piston, and the application pressure 
will move piston 10 and valve 5 so as to maintain a sufficient 
supply of air to overcome the effect of the leak, and the brake 
will not release as long as pressure remains in the application 
chamber. This leak can be detected by a blow from the brake 
cylinder exhaust port while the brakes are applied. 

A leaky packing leather (13) and packing ring (15) in the 
application piston would, if there were any leaks in the brake 
cylinder and the brakes were applied, allow the air to leak fr^m 
the application chamber by the packing leather and ring, and both 
pressures would be reduced, allowing the brake to leak off. If 
on the other hand there was no leak by piston 10, but there was 



iQO NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

a leak in the brake cylinder, the air in the application chamber 
would hold valve 5 in such a position as to constantly supply the 
air lost through brake cylinder leakage. 

If equalizing slide valve 31 leaks, when both brake valves are 
in running position, there will be a slight blow at the emergenc}' 
exhaust port of the automatic brake valve. If the independent 
brake valve is placed in application position there will be an in- 
crease in application chamber pressure, which will cause the 
brakes to apply with greater force than intended. If the auto- 
matic brake valve handle is placed in partial service position, the 
application chamber pressure will increase and the brakes con- 
tinue to set with greater force until the pressures are fully equal- 
ized. If the high speed pressure is used, it will increase the 
pressure in the application chamber until the safety valve opens 
and relieves the application chamber of excess pressure. If the 
engine on which this leak occurred was second in a double- 
header, and air was leaking from slide valve 31 so as to allow the 
air in the application chamber to leak to the pipe leading to the 
double cut-out cock underneath the brake valve, it would release 
the brake on this engine. 

A leak in the pipe connection leading from the distributing 
valve to the independent brake valve would cause the brake to 
leak off with either an automatic or an independent application. 

A leak in the pipe connection between the independent and 
automatic brake valves would affect an automatic application, but 
not an independent brake application. 

A leak in the pipe connection between the distributing valve 
and underneath the brake valve would have no effect if an appli- 
cation was made with the automatic brake valve, but if a release 
of an automatic application of the train brakes was made it would 
gradually destroy the holding features of the automatic brake 
valve. If an independent brake application was made and the 
handle of the independent brake valve was placed in lap position, 
this leak would cause a gradual release of the engine brakes. 

A leak in the pipe connection leading from the main reservoir 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 191 

to the distributing valve will have no effect on the brake if the 
air pump maintains the main reservoir pressure. 

Leaky Rotary. If the rotary valve of the independent brake 
valve leaks it will cause a slight blow at the emergency exhaust 
of the automatic brake valve, but if either the automatic or the 
independent brake valve is placed in partial service application 
position it will cause the pressure in the application chamber to 
increase to the maximum adjustment of the pressure reducing 
valve and cause the brake to apply with full independent pressure, 
while the handle of the automatic brake valve is in release or 
holding position. It will also cause a building up of pressure in 
the application chamber. 

Leaky Graduating Valve. If graduating valve 28 leaks in 
release position it will not affect the brakes, but if a partial service 
application is made it will cause the brakes to release in a manner 
similar to that of a leaky slide valve. 

Broken Graduating Spring. If graduating spring 20 should 
break, the application piston and valve would be less sensitive 
in graduating and would allow just enough more pressure in the 
brake cylinder to overcome the tension of graduating spring 20 
and allow the pressure in the application chamber to move piston 
10 and valve 5 far enough to cut off the supply of air from the 
brake cylinder. 

THE E-6 SAFETY VALVE. 

Plate 86 is a sectional view of the safety valve, which is an 
essential part of the distributing valve. It is unlike the ordinary 
safety valve, as its construction is such as to cause it to close 
quickly with a "pop'' action, insuring its seating firmly. It is sen- 
sitive in operation and responds to slight variations of pressure. 

List of Parts. The names of the parts composing this valve 
are as follows : 

2. Body. 5. Valve Stem. 

3. Cap Nut. 6. Adjusting Spring. 

4. Valve. 7. Adjusting Nut. 



192 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 




PLATE 86. 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 193 

Operation. Valve 4 is held to its seat by the compression of 
spring 6 between the stem and adjusting nut 7. When the pres- 
sure below valve 4 is greater than the force exerted by the spring 
the valve rises, and as a larger area is then exposed its movement 
upward is very rapid, and is guided by the brass bushing in body 
2. Two ports are drilled in this bushing upward to the spring 
chamber, and two outward through the body to the atmosphere, 
although only one of each of these ports is shown in the cut. 
As the valve moves upward, its lift is determined by stem 5 strik- 
ing cap nut 3. In its movement it closes the two vertical ports 
in the bushing connecting the valve and spring chambers, and 
opens the two lower ports leading to the atmosphere. As the air 
pressure below valve 4 decreases, and the compression of the 
spring forces the stem and valve downward, the valve restricts the 
lower ports leading to the atmosphere and opens those between 
the valve and spring chambers, giving the discharge air pressure 
access to the spring chamber. This chamber is always connected 
with the atmosphere by two small holes through body 2, and the 
air from the valve chamber enters more rapidly than it can escape 
through these holes, causing pressure to accumulate above the 
valve and assist the spring in closing it with the "pop" action 
previously mentioned. 

Adjustment. The safety valve is adjusted by removing cap 
nut 3 and screwing up or down on adjusting nut 7. After the 
proper adjustment has been made, cap nut 3 must be replaced and 
securely tightened and the valve operated a few times. Partic- 
ular attention must be given to see that the holes in the valve 
body are always open and that they are not changed in size. 
This is of particular importance with reference to the two upper 
holes. 

The safety valve should be adjusted at 68 pounds. This ad- 
justment is more accurately and easily made on a shop testing 
rack than in any other way. 



194 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

THE H-6 AUTOMATIC BRAKE VALVE. 

This brake valve, while conforming to a considerable extent 
to the principles embodied in previous styles of brake valves, is 
necessarily different in detail, for it not only performs the func- 
tions of other types, but also performs those necessary to obtain 
all the desirable operative features of the No. 6 distributing valve. 




PLATE 87— FIGURE 1. 



Views. Plate 87, Figs, i and 2, shows two views of this 
brake valve, Fig. i, being a plain view, with a section 
through the rotary valve chamber, the rotary valve being re- 
moved, and. Fig. 2, a vertical section. The pipe connections are 
indicated in both views. 

Plate 88 shows two views of this valve similar to those on 
Plate 87, with the addition of a plan or top view of the rotary 
valve. The six positions of the brake valve handle are, begin- 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 195 



ning at the extreme left, release, running, holding, lap, service 
and emergency. 




FIGURE 2— PLATE 87. 



The names of the 

17- 
18. 



List of Parts 

2. Bottom Case. 

3. Rotary Valve Seat. 

4. Top Case. 19. 

5. Pipe Bracket. 20. 

6. Rotary Valve. 21. 

7. Rotary Valve Key. 22. 

8. Key Washer. 23. 

9. Handle. 24. 

10. Handle Latch Spring. 25. 

11. Handle Latch. 26. 

12. Handle Latch Screv^. 2y. 

13. Handle Nut. 28. 
Handle Lock Nut. 29. 
Equalizing Piston. 30. 
Equalizing Piston Packing 31- 

Ring. 



14 
15 
16 



parts are as follows : 
Valve Seat Upper Gasket. 
Valve Seat Lower Gasket. 
Pipe Bracket Gasket. 
Small Union Nut. 
Brake Valve Tee. 
Small Union Swivel. 
Large Union Nut. 
Large Union Swivel 
Bracket Stud. 
Bracket Stud Nut. 
Bolt and Nut. 
Cap Screw. 
Oil Plug. 

Rotary Valve Spring. 
Service Exhaust Fitting. 



196 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 



... rercD Mlvs 




AUIN aesERfO/fi. 



Ji'piPE TAP 24> 



NO. 6 ET LOCOMOTIVE BRAKE! EQUIPMENT. 197 

Ports. Referring to the rotary valve, a, j and ^ are ports 
extending directly through it, the latter connecting with a groove 
in the face ; / and k are cavities in the valve face ; o is the ex- 
haust cavity ; x is a port in the face of the valve, connected by a 
cored passage with 0; h is 3. port extending from the face over 
cavity k, and connecting with exhaust cavity 0; n is a groove in 
the face, having a small port which connects through a cavity 
in the valve with cavity k. Referring to the ports in the rotary 
valve seat, d leads to the feed valve pipe; h and c lead to the 
brake pipe; g leads to chamber D; EX is the exhaust opening 
leading out at the back of the valve ; e is the preliminary exhaust 
port leading to chamber D ; r is the warning port leading to the 
exhaust ; p is the port leading to the pump governor ; / leads to 
the distributing yalve release pipe, and u leads to the application 
cylinder pipe. 

In describing the operation of the brake valve it will be more 
readily understood if the positions are taken up in the order in 
which they are generally used, rather than in their regular order 
as given before. 

Charging and Release Position. The purpose of this 

position is to provide a large and direct passage from the main 
reservoir to the brake pipe, permitting a rapid flow of pressure 
into the latter for the purpose of (i) charging the train brake 
system, and (2) quickly releasing and recharging the brakes, 
but not releasing the locomotive brakes, if they are applied. 

Air at main reservoir pressure flows through port a in the 
rotary valve and port b in the valve seat to the brake pipe. At 
the same time port ; in the rotary valve registers with equalizing 
port g in the valve seat, permitting the main reservoir pressure to 
enter chamber D above the equalizing piston. 

If the handle were allowed to remain in this position,the brake 
system would become charged to main reservoir pressure. To 
avoid this, the handle of the brake valve must be moved to run- 
ning or holding position. To prevent the engineman from for- 
getting this, a small port discharges feed valve pipe air to the 



198 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

atmosphere in release position. Cavity / in the rotary valve con- 
nects port d with warning port r in the seat, and allows a small 
quantity of air to escape into exhaust cavity EX, which makes 
sufficient noise to attract the engineman's attention to the posi- 
tion of the brake valve handle. 

The small groove in the face of the rotary valve which con- 
nects w^ith port .s" extends to port p in the valve seat, allowing 
main reservoir pressure to flow to the excess pressure head of 
the pump governor. 

Running Position. This is the proper position of handle (i) 
when the brake system is charged and ready for use; (2) when 
the brakes are not being operated, and (3) to release the loco- 
motive brakes. In this position, cavity / in the rotary valve con- 
nects ports b and d in the valve seat, affording a large direct pas- 
sage from the feed valve pipe to the brake pipe, so that the latter 
will become charged as rapidly as the feed valve can supply the 
air, but cannot attain a pressure above that for which the feed 
valve is adjusted. Cavity k in the rotary valve connects ports c 
and g in the valve seat, so that chamber D and the equalizing 
reservoir charge uniformly with the brake pipe, keeping the pres- 
sure on the two sides of the equalizing piston equal. Port s in 
the rotary valve registers with port p in the valve seat, permitting 
main reservoir pressure, which is present at all times above the 
rotary valve, to pass to the excess pressure head of the pump 
governor. Port h in the rotary valve registers with port / in the 
seat, connecting the distributing valve release pipe through ex- 
haust cavity EX with the atmosphere. 

If the brake valve is in running position when uncharged cars 
are cut in, or if, after a heavy brake application and release, the 
automatic brake valve is returned to running position too soon, 
the governor will stop the pump until the difference between the 
hands on gauge No. i is less than 20 pounds. The stoppage of 
the pump directs the engineman's attention to his improper opera- 
tion of the brake valve, as running position results in delay in 
charging, and is liable to cause some brakes to stick. Release 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 199 

position should be used until all brakes are released and the brake 
system is nearly charged. 

Service Position. This position gives a gradual reduction of 
brake pipe pressure, causing a service application. Port h in the 
rotary valve registers with port e in the valve seat, allowing air 
from chamber D and the equalizing reservoir to escape to the 
atmosphere through cavities in the rotary valve and EX in the 
valve seat. Port e is restricted so that the pressure in chamber 
D and the equalizing reservoir will be reduced gradually. 

As all other ports are closed, the reduction of chamber D 
pressure allows the brake pipe pressure under the equalizing pis- 
ton to raise it and unseat its valve, allowing brake pipe air to 
flow to the atmosphere gradually, through the opening marked 
BP Ex. When the pressure in chamber D is. reduced to the de- 
sired amount, the brake valve handle is moved to lap position, 
thus stopping any further reduction in chamber D pressure. Air 
will then continue to flow from the brake pipe until its pressure 
has fallen to a trifle less than that retained in chamber D, permit- 
ting the pressure in this chamber to force the piston downward 
gradually and stop the discharge of brake pipe air. It will thus be 
seen that the amount of reduction in the equalizing reservoir de- 
termines the reduction in brake pipe pressure, regardless of the 
length of the train. 

The gradual reduction in brake pipe pressure is to prevent 
quick action of the brakes, and the gradual stoppage of the brake 
pipe discharge is to prevent the premature release of the head 
brakes. 

Lap Position. This position is used while holding the brakes 
applied after a service application until it is desired either to make 
a further brake pipe reduction or to release the brakes, and to 
prevent loss of main reservoir pressure in the event of a bursted 
hose, a break-in-two, or the opening of the conductor's valve. 
In this position, all ports are closed. 

Release Position. This position, which is used for releasing 
the train brakes after an application, without releasing the loco- 



200 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

motive brakes, has already been described under Charging and 
Release. The air flowing from the main reservoir pipe connec- 
tion through port a in the rotary valve and port h in the valve 
seat to the brake pipe, raises the pressure in the latter, thereby 
causing the triple valves and the equalizing portion of the dis- 
tributing valve to go to release position, which releases the train 
brakes, and recharges the auxiliary reservoirs and the pressure 
chamber in the distributing valve. When the brake pipe pressure 
has been increased sufficiently to cause this, the handle of the 
brake valve should be moved either to running or holding posi- 
tion; the former when it is desired to release the locomotive 
brakes and the latter when they are still to be held applied. 

Holding Position. This position is so named because the 
locomotive brakes are held applied while the train brakes recharge 
to feed valve pressure. All p^ts register as in running position 
except port /, which is closed. 

Therefore the only difference between running and holding 
positions is that in the former the locomotive brakes are released, 
while in the latter they are held applied. 

Emergency Position. This position is used when the most 
prompt and heavy application of the brakes is required. Port x 
in the rotary valve registers with port c in the valve seat, making 
a large and direct communication between the brake pipe and 
atmosphere through cavity o in the rotary valve and EX in the 
valve seat. This direct passage makes a sudden and heavy dis- 
charge of brake pipe pressure, causing the triple valves and dis- 
tributing valve to go to emergency position and give the maxi- 
mum braking power in the shortest possible time. 

In this position, main reservoir air flows to the application 
cylinder through port j, which registers with a groove in the seat 
connecting with cavity k; thence through ports n in the valve and 
u in the seat to the application cylinder pipe, thereby maintaining 
application cylinder pressure. 

Lubrication. Oil plug 29 is placed in top case 4, at a point 
to fix the level of an oil bath in which the rotary valve operates. 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 201 

The position of this oil hole is such that it is impossible to pour 
oil into the valves in excess of the amount required. This ar- 
rangement furnishes thorough lubrication. Valve oil should be 
used. 

Preventing Leakage. Leather washer 8 prevents air in the ro- 
tary valve chamber from leaking past the rotary valve key to the 
atmosphere. Spring 30 keeps the rotary valve key firmly pressed 
against washer 8 when no main reservoir pressure is present. 
Handle 9 contains latch 11, which fits into notches in the quadrant 
of the top case, so located as to indicate the different positions of 
the brake valve handle. Handle latch spring 10 forces the latch 
against the quadrant with sufficient pressure to indicate each 
position. 

Removing the Parts. To remove the brake valves, the 
cocks should be closed and nuts 27 taken off. To take the valve 
proper apart, cap screws 28 should be removed. 

The brake valve should be located so that the engineer can 
operate it conveniently from his usual position, while looking 
forward or back out of the side cab window. 



202 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 



THE S-6 INDEPENDENT BRAKE VALVE. 

Plate 89 shows a vertical section through the center of the 
valve and a horizontal section through the valve body, with the 




PLATE 89. 
rotary valve removed, showing the rotary valve seat. Plate 90 
shows this valve similarly to Plate 89, with the addition of a top 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 203 

view of the rotary valve. In these views the pipe connections and 
positions of the handle are indicated. 

List of Parts. Referring to Plate 90, the names of the parts 
are as follows : 

2. Pipe Bracket. 16. Latch Spring. 

3. Rotary Valve Seat. 17. Latch Screw. 

4. Valve Body. 18. Latch. 

5. Return Spring Casing. 19. Cover Screw. 
6. , Return Spring. 20. Oil Plug. 

7. Cover. 21. Bolt and Nut. 

8. Casing Screw. . 22. Bracket Stud. 

9. Rotary Valve. 23. Bracket Stud Nut. 

10. Rotary Valve Key. 24. Upper Gasket. 

11. Rotary Valve Spring. 25. Lower Gasket. 

12. Key Washer. 26. Lower Clutch. 

13. Upper Clutch. • . ■ 2'j. Return Spring Stop. 

14. Handle Nut. 28. Cap Screw. 

15. Handle. 

Ports and Grooves. Port h in the seat leads to the reducing 
valve pipe. Port, a leads to that portion of the distributing valve 
release pipe which connects to the distributing valve at IV (Plate 
"](>). Port c leads to the other portion of the release pipe which 
connects to the automatic brake valve at III (Plate 87). Port d 
leads to the application cylinder pipe which connects to the dis- 
tributing valve at II (Plate 76). Port h in the center is the ex- 
haust port leading directly down to the atmosphere. Port k is 
the warning port, connecting with the atmosphere. Exhaust 
cavity g in the rotary valve is always in communication at one 
end with the exhaust port h. Groove e in the face of the valve 
communicates at one end with a port through the valve. This 
groove is always in communication with a groove in the seat con- 
necting with supply port h, and through the opening just men- 
tioned air is admitted to the chamber above the rotar}^ valve, thus 
keeping it to its seat. Port m connects by a small hole with groove 



204 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 



23 J[Hp\pz tap 



RVJTpipe^ap 



MHPiPE TAP 




PLATE 90. 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 205 

e; / is a groove in the face of the rotary valve ; / consists of ports 
in top and face of valve connected by a passage. 

Running Position. This is a position in which the independ- 
ent brake valve should be carried at all times when the inde- 
pendent brake is not in use. Groove / in the rotary valve connects 
ports a and c in the valve seat, thus establishing communication 
between the application cylinder of the distributing valve and port 
/ of the automatic brake valve (Plate 87), so that the distributing 
valve can be released by the latter. It will also be noted that if 
the automatic brake valve is in running position, and the inde- 
pendent brakes are being operated, they can be released by simply 
returning the independent valve to running position, as the appli- 
cation cylinder pressure can then escape through the release pipe 
and automatic brake valve. 

Slow Application Position. To apply the independent 
brakes lightly or gradually, the brake valve handle should be 
moved to slow application position. Port m then registers with 
port d, allowing air to flow from the reducing valve pipe through 
port and groove h in the seat, groove e in the rotary valve, and 
the comparatively small port m to port d; thence through the ap- 
plication cylinder pipe to the application cylinder of the dis- 
tributing valve. 

Quick Application Position. To obtain a quick application 
of the independent brake, the brake valve should be moved to 
quick application position. Groove e then connects ports h and d 
directly, making a larger opening between them than in the slow 
application position, and allowing supply air to flow rapidly from 
the reducing valve pipe to the application cylinder of the dis- 
tributing valve. Since the supply pressure to this valve is de- 
termined by the adjustment of the reducing valve at 45 pounds, 
this is the maximum cylinder pressure that can be obtained. 

Lap Position. This position is used to hold the independent 
brake applied after the desired cylinder pressure is obtained, at 
which time all communication between the operative ports is 
closed. 



2o6 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 



k ' I 

r 



I 

I 




PLATE 91. 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 207 

Release Position. This position is used to release the pres- 
sure from the application cylinder when the automatic brake valve 
is not in running position. At such time, the offset in cavity g 
registers with port d, allowing pressure in the application cylin- 
der to flow through the application cyhnder pipe, ports d, g and h 
to the atmosphere. 

Purpose of Return Spring 6. The purpose of return spring 
6 is to move handle 15 automatically from release to running 
position, or from quick application to slow application position, as 
soon as the engineman lets go of it. The automatic return from 
release to running position is to prevent the engineman from 
leaving the handle in the former position, and thereby make it im- 
possible to operate the locomotive brake with the automatic brake 
valve. The action of the spring between quick application and 
slow application positions serves to accentuate the latter, so that 
in rapid operation of the valve the engineman is less likely unin- 
tentionally to pass over it to quick appHcation position, thereby 
obtaining a heavy appHcation of the locomotive brake when only 
a light one was desired. As a warning to the engineman in case 
of a broken return spring, port / in the face of the rotary registers 
in release position with port k in the seat, allowing air to escape 
to the atmosphere. 

Oil Plug. The purpose of oil plug 20 is the same as that 
previously described in the autoniatic brake valve section. 

Plate 91 gives a top view of both brake valves, showing the 
position of their handles. 

THE B-6 FEED VALVE. 

The B-6 feed valve, furnished with the No. 6 equipment, is 
an improved form of the slide valve type. It differs from pre- 
vious types in charging to the regulated pressure somewhat 
quicker, and in maintaining- the pressure more accurately under 
the variable conditions of short and long trains, and of good and 
poor maintenance. It also gives high and low brake pipe pres- 
sure control. It is supplied with air directly from the main reser- 
voir. It regulates the pressure in the feed valve pipe, and also 



2o8 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

the brake pipe in running and holding positions of the automatic 
brake valve, as the latter then connects the two pipes. It is con- 
nected to a pipe bracket located in the piping between the main 
reservoir and the automatic brake valve, and is interchangeable 
with previous types. 

Plates 92 and 93 are diagrammatic views of the valve and pipe 
bracket, showing the ports and operative parts on one plane to 
facilitate description. 

List of Parts. The names of the parts are as follows : 



2 

3 

5 
6 

7 
8 

9 
10 

II 

12 



Valve Body. 13 

Pipe Bracket. 14 

Cap Nut. 15 

Piston Spring. 16 

Piston Spring Tip. 17 

Supply Valve Piston. 18 

Supply Valve. 19 

Supply Valve Spring. 20 

Regulating Valve Cap. 21 

Regulating Valve. 22 



Regulating Valve Spring. 
Diaphragm. 
Diaphragm Ring. 
Diaphragm Spindle. 
Regulating Spring, 
Spring Box. 
Upper Stop. 
Lower Stop. 
Stop Screw. 
Adjusting Handle. 



This feed valve consists of two sets of parts, the supply and 
regulating. The supply parts, which control the flow of air 
through the valve, consist of supply valve 9 and its spring 10; 
supply valve piston 8 and its spring 6. 

Regulating Parts. The regulating parts consist of the Regu- 
lating Valve 12, Regulating Valve Spring 13, Diaphragm 14, 
Diaphragm Spindle 16, Regulating Spring 17, and Adjusting 
Handle 22. 

Main Reservoir Pressure. Main reservoir air enters 
through port a, a, to the supply valve chamber B, forces supply 
valve piston 8 to the left, compresses piston spring 6, and causes 
the port in supply valve 9 to register with port c (Plate 93). This 
permits air to pass through ports c and d to the feed valve pipe at 
FVP, and through port e to diaphragm chamber L. 

Regulating valve 12 is then open and connects chamber G, 
on the left of piston 8, to the feed valve pipe through passage h, 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 209 

port k, chamber L, and passage e, d, d. Air feeding by the piston 
cannot accumulate above feed valve pipe pressure. When regu- 




PLATE 92. 



lating valve 12 is closed the pressure on the left of piston 8 
quickly rises to the main reservoir pressure on the right, and 
piston spring 6 forces piston 8 and supply valve 9 to the right, 



2IO NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

closing port c and stopping the flow of air to the feed valve pipe. 

Regulating Valve. The regulating valve is operated by dia- 
phragm 14. When the pressure of regulating spring 17 on its 
right is greater than the feed valve pipe pressure in chamber L 
on its left, it opens regulating valve 12. This causes the supply 
valve to admit air to the feed valve pipe. When the feed valve 
pipe pressure in chamber L becomes greater than the tension of 
regulating spring 17, the diaphragm allows regulating valve 
12 to close. This causes the supply valve to stop admitting air 
to the feed valve pipe. 

As previously explained, in release position of the H-6 auto- 
m.atic brake valve, the warning port is supplied from the feed 
valve pipe. This insures that the excess pressure governor head 
vvill regulate the brake pipe pressure in release position even though 
the feed valve is leaking slightly, but not enough to be otherwise 
detrimental. 

Distinguishing Feature. The distinguishing feature of this 
type of feed valve is the duplex adjusting arrangement by which 
it eliminates the necessity of the two feed valves in high and 
low pressure service. The spring box 18 has two rings encircling 
it, which are split through the lugs marked 19 and 20 in the dia- 
gram, and which may be secured in any position by screw 21. 
The pin forming part of adjusting handle 22 limits the move- 
ment of the handle to the distance between stops 19 and 20. When 
testing the valve, stop 19 is located so that the compression of 
spring, 17 will give the desired high brake pipe pressure, and 
stop 20 is located so that the spring compression is enough less 
to give the low brake pipe pressure. Thereafter, by simply 
turning handle 22 until its spring strikes either one of these 
stops, the regulation of the feed valve is changed from one brake 
pipe pressure to the other. 

Adjustment. To adjust this valve, screws 21 should be slack- 
ened, which allows stops 19 and 20 to turn around spring box 
18. Adjusting handle 22 should be turned until the valve closes 
at the lower brake pipe pressure desired, when stop 20 should be 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 211 

brought in contact with the handle pin, at which point it should 
be securely fastened by tightening screw 21. Adjusting handle 



WK^^9^^^S9MmmmmMmms»^smmim*mmmmsmif,mamM 




PLATE 93. 



22 should then be turned until the higher adjustment is obtained, 
when stop 19 is brought in contact with the handle pin and se- 



212 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

curely fastened. The stops should be placed to give no pounds 
high and 70 pounds low brake pipe pressure. 

When replacing this feed valve on its pipe bracket after re- 
moval, the gasket must always be in place between the valve and 
bracket to insure a tight joint. 

THE C-6 REDUCING VALVE. 

This valve is the well-known feed valve that has been used 
for many years in connection with the G-6 brake valve, but in this 
equipment it is attached to a pipe bracket. The only difference 
between it and the B-6 feed valve just described is in the adjust- 
ment, it being designed to reduce main reservoir pressure to a 
single fixed pressure, which in this equipment is, as already stated, 
45 pounds. To adjust this valve, the cap nut on the end of the 
spring box should be removed; this will expose the adjusting 
nut, by which the adjustment is made. It is called a reducing 
valve w^hen used with the independent brake and air signal sys- 
tems, simply to distinguish it from the feed valve supplying the 
automatic brake valve. 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 213 

THE SF TYPE PUMP GOVERNOR. 

The duty of the SF pump governor is to restrict the speed 
of the pump sufficiently when the desired main reservoir pressure 
is obtained, preventing this pressure from rising any higher. 
During most of the time when on the road the automatic brake 
valve is in running position, keeping the brakes charged. But little 
excess pressure is then needed and the governor regulates the main 
reservoir pressure to only about 20 pounds above the brake pipe 
pressure, thus making the work of the pump easier. On the other 
hand, when the brakes are applied, a high main reservoir pressure 
is needed to insure their prompt release and recharge. There- 
fore, as soon as the use of lap, service, or emergency position is 
commenced, the governor allows the pump to work freely until 
the maximum main reservoir pressure is obtained. Again, when 
the brake pipe pressure is changed from one amount to another 
by the feed valve, as where a locomotive is used alternately in 
high speed brake and ordinary service, the governor automatically 
changes the main reservoir pressure to the maximum, and at the 
same time maintains the other features just described. 

Another important feature is that, before commencing and 
during the descent of steep grades, this governor enables the en- 
gineman to raise and maintain the brake pipe pressure about 20 
pounds above the feed valve regulation merely by the use of 
release position of the automatic brake valve, the position which 
should be used during such braking. 

Construction and Operation. Plate 94 shows a sectional 
view of this governor with steam valve 5 open. Connection B 
leads to the boiler ; P to the air pump ; MR to the main reser- 
voir ; ABV to the automatic brake valve ; FVP to the feed valve 
pipe, and W is the waste pipe connection. Steam enters at B and 
passes by steam valve 5 to connection P, and thence to the pump. 
The governor regulating head on the left is called the excess pres- 
sure head and the one on the right the maximum pressure head. 
Air from the main reservoirs flows through the automatic brake 
valve (when the latter is in release, running or holding posi- 



214 NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 

tion) to the connection marked ABV into chamber d below dia- 
phragm 28. Air from the feed valve pipe enters at the connec- 
tion FVP to chamber f above diaphragm 28, adding to the pres- 




PLATE 94. 



sure of regulating spring 27 in holding it down. As this spring 
is adjusted to about 20 pounds, this diaphragm will be held down 
until the main reservoir pressure in chamber d slightly exceeds 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 215 

the combined air and spring pressure in chamber /. At such 
time, diaphragm 28 will rise, unseat its pin valve and allow air 
to flow to chamber b above the governor piston, forcing the 
latter downward, compressing its spring, and restricting the flow 
of steam past steam valve 5 to the point where the pump will 
just supply the leakage in the brake system. When main reservoir 
pressure in chamber d becomes reduced, the combined spring and 
air pressure above the diaphragm forces it down, seating its pin 
valve. 

As chamber b is always open to the atmosphere through the 
small vent port c, the pressure in chamber b above the governor 
piston will then escape to the atmosphere and allow the piston 
spring and steam pressure below valve 5 to raise.it and the gov- 
ernor piston to the position shown. Since the connection from 
the main reservoir to chamber d is open only when the handle of 
the automatic brake valve is in release, running or holding posi- 
tion, in the other positions this governor head is cut out. The 
connection marked MR in the maximum pressure head should be 
connected to the main reservoir cut-out cock, or to the pipe con- 
necting the two main reservoirs, in order to be always in com- 
munication with the main reservoir, so that when the excess pres- 
sure head is cut out by the brake valve, or by the main reservoir 
cut-out cock, this head will control the pump. When main reser- 
voir pressure in chamber a exceeds the tension of spring 19 in 
the maximum pressure head, diaphragm 20 will raise its pin valve 
and allow air to flow into chamber b above the governor piston, 
controlling the pump as above described. The adjustment of 
spring 19 thus forms the maximum limit of main reservoir pres- 
sure, as, for example, when the train brakes are applied. 

As each governor head has a vent port c, from which a 
small amount of air escapes whenever pressure is present in port 
bj to avoid an unnecessary waste of air, one of these should be 
plugged. 

Adjustment. To adjust the excess pressure head of this 
governor, cap nut 25 should be removed and adjusting nut 26 



2i6 NO. 6 ET -LOCOMOTIVE BRAKE EQUIPMENT. 

turned until the compression of spring 27 gives the desired 
difference between main reservoir and brake pipe pressures, the 
handle of the automatic brake valve being in running position. 
To adjust the maximum pressure head, cap nut 17 should be 
removed and adjusting nut 18 turned until the compression of 
spring 19 causes the pump to stop at the maximum main reser- 
voir pressure required, the automatic brake valve now being in 
lap position. Spring 27 should be adjusted for 20 pounds excess 
pressure, and spring 19 for a pressure ranging from 120 to 140 
pounds, depending on the service required. 

THE **DEAD ENGINE" FEATURE. 

The ''dead engine" feature shown on Plate 70 is for the opera- 
tion of locomotive brakes when the pump on a locomotive in a train 
is inoperative, through being broken down or by reason of lack 
of steam. Plate 95 shows the combined strainer, check valve and 




PLATE 95. 

choke fitting. As these parts are not required at other times, a 
cut-out cock is provided. This cock should be kept closed ex- 
cept under the conditions just mentioned. The air for operating 
the brakes on such a locomotive must then be supplied through 
the brake pipe from the locomotive operating the train brakes. 

Operation. With the cut-out cock open, air from the brake 
pipe enters at BP (Plate 95), passes through the curled hair 
strainer 5, lifts check valve 4, which is held to its seat by 
spring 2, passes through the choke bushing, and out at MR to the 
main reservoir, thus providing pressure for operating the brakes 



NO. 6 ET LOCOMOTIVE BRAKE EQUIPMENT. 217 

on this locomotive. The double-heading cock should be closed, 
and the handle of each brake valve should be in running position. 
Where absence of water in the boiler, or some other reason, justi- 
fies keeping the maximum braking power of such a locomotive 
lower than the standard, this can be accomplished by reducing the 
adjustment of the safety valve on the distributing valve. It can 
also be reduced at will by the independent brake valve. 

The strainer protects the check valve and choke from dirt. 
Spring 2 over the check valve insures this valve seating and, while 
assuring an ample pressure to operate the locomotive brakes, 
keeps the main reservoir pressure somewhat lower than the brake 
pipe pressure, thereby reducing any leakage from the former. 
The choke prevents a sudden drop in brake pipe pressure and the 
application of the train brakes, that would otherwise occur with 
an uncharged main reservoir cut into a charged brake pipe. In 
this it operates similarly to the feed groove in a triple valve. 

PUMP FAILURE WHEN DQUBLE-HEADING WITH ET 

EQUIPMENT. 

When double-heading, and the air pump is out of order on 
the second engine, the brakes on this engine could not be operated 
from the leading engine, as the pressure used for applying these 
brakes comes from the main reservoir of the second engine. The 
distributing valve on the second engine would operate, as the 
pressure chamber would be charged from the leading engine; 
consequently these valves would respond to reductions in brake 
pipe pressure made by the leading engine. The brakes on the 
second engine would not apply, however, on account of lack of 
air in the main reservoir, which should pass to the brake cylinder 
when the distributing valves are operated. 

The engineman of the second engine can, however, in cases 
of pump failure, gain control of his engine brakes by placing the 
automatic brake valve handle in full release position and slowly 
turning the cut-out cock underneath the brake valve, allowing 
the main reservoir to charge from the brake pipe, providing the 



2i8 NO. 6 ET LOCOMOTIVE BRAiKE EQUIPMENT. 

engine is not equipped with the ''dead engine" feature. When the 
main reservoir is charged to brake pipe pressure, the cut-out 
cock should be returned to its former position in order to allow 
the proper operation of the train brakes. 

An additional provision is made for charging the main reser- 
voir of the second engine from the leading engine. A few extra 
parts are furnished, by means of which the main reservoir can 
be charged through a by-pass, containing a non-return check 
valve, strainer, cut-out cock and a diaphragm, which necessitates 
a flow of air from the brake pipe in such a manner that the air 
taken from it will not apply the train brakes while the main reser- 
voir is being charged. 



219 

THE NEW YORK AIR BRAKE 

and 

SIGNAL SYSTEM. 

The following important parts of the New York Air Brake 
and Signal System differ from the corresponding parts of the 
Westinghouse System in its duplex air pump, governor, engi- 
neer's valve, compensating valve, quick action triple valve, air sig- 
nal valve and train pipe strainer. The parts that are identical in 
both systems of equipment are as follows : The brake cylinders and 
pistons in all details, the main and auxiliary reservoirs, pressure 
retaining valves, reducing valves for the air signal system, brake 
pipe and hose couplings, angle and cut-out cocks and conductor's 
valves. 

THE DUPLEX AIR PUMP. 

The No. 5 pump was designed and perfected to meet the de- 
mand for a pump that would furnish air for a freight train con- 
sisting of lOO cars and still be sufficiently within its capacity to 
reduce the liability of failure to a minimum. To meet these re- 
quirements such structural changes were made as were necessary 
to improve the design and increase the efficiency and economy of 
the duplex pump. 

Valve Gear. The valve gear of the duplex air pump is ex- 
ceedingly simple, consisting of two ordinary D slide valves, simi- 
lar to the same type of valve used on locomotives, actuated by 
valve stems which extend into the hollow piston rods of the steam 
cylinders, and are moved by contact with the tappet plates bolted 
on the steam piston heads. The valve on one side controls the 
admission of steam to, and exhaust from, the opposite cylinder, so 
that while one of the pistons is moving the other is at rest. This 
feature also allows the air valves to seat by gravity. 

Air Cylinders. The air cylinders are known as the high and 
low pressure cylinders, and in each type of pump the difference 



220 



NEW YORK DUPLEX AIR PUMP. 



in the areas of the air cylinders is in the same proportion, the low 
pressure piston having twice the area of the high pressure piston, 
and the latter having the same area as the steam cylinders. Thus 




PLATE 96. 

three measures of air are compressed with two measures of 
steam. 



NEW YORK DUPLEX AIR PUMP. 



221 



Air Valves. The operation of all the duplex air pumps is 
practically the same, the difference being in the arrangement of 
the air valves. The No. i and No. 2 have six air valves, viz: 



PLATE 97. 




Upper and lower receiving, upper and lower intermediate, upper 
and lower discharge valves, and the same air inlets for both cylin- 
ders. The No. 5 and No. 6 pumps have separate air inlets for 



222 . NEW YORK DUPLEX AIR PUMP. 

each cylinder and eight air valves, viz : Upper and lower receiv- 
ing for low pressure cylinder, upper and lower intermediate, 
upper and lower receiving for high pressure cylinder and upper 
and lower discharge valves. The air valves of the No. 5 pump 
are alike in size and are interchangeable. This is also true of the 
valves of the No. 6 pump. 

The No. 5 and No. 6 pumps are identical except in size, and 
as this type of pump is the later one the operation of the No. 5 
will be described. 

Positions of Pistons, By referring to Plates 96, 97, 98 and 
99 it will be seen that each part has a reference letter and that the 
pump pistons are shown in different positions. Letters will be 
used in the description of the operation, so that the movements 
can easily be followed by referring to the plates when reading 
the explanation. 

Operation. Before the pump has been started, both pistons 
will naturally be at the bottom of the cylinders, due* to their own 
weight, or, if not completely down, will at least have dropped 
enough to permit the slide valves to fall to the bottom of the 
steam chests. 

Assuming that the pistons are both down when the pump 
throttle is opened, live steam flows into both steam chests B, and 
is always present in them when the pump is taking steam. In this 
instance only, steam is admitted to both cylinders at once through 
port g to the upper side of piston H, which being at the bottom 
is merely held in that position, and through port to the under 
side of piston T (Plate 96). Piston T now moves upward and 
in doing so forces the air that is above the piston in low pres- 
sure cylinder D through intermediate valve K, into the high 
pressure cylinder F. At the same time the low pressure piston 
tends to create a vacuum under it, which is filled with air at at- 
mospheric pressure through the air inlet at the right and receiving 
valve W. Just before piston T reaches the end of its upward 
stroke the tappet plate Q engages the button on the end of valve 
stem P, which moves slide valve C to its highest position, allow- 



NEW YORK DUPLEX AIR PUMP. 



223 



ing the steam above piston H to pass through port g, cavity r 
in slide valve C and exhaust X to the atmosphere, and live steam 
through port ^ to the under side of piston H. As piston H' moves 




PLATE 98. 



upward (Plate 97), the high pressure piston in cylinder F forces 
the air above it (which may be said to be in the first stage of com- 



224 NEW YORK DUPLEX AIR PUMP. 

pression) through discharge valve M to the main reservoir, while 
its upward movement tends to create a vacuum under it in the 
high pressure cylinder F, which is filled with air at atmospheric 
pressure through high pressure receiving valve N. 

Just before piston H completes its upward stroke (Plate 98), 
tappet plate L engages with the button on the valve stem, raising 
it with slide valve A, exhausting the steam under piston T, 
through 0, cavity r in slide valve A and exhaust X to the atmos- 
phere, and admits steam through ports V to the upper side of 
piston T, moving it downward. During the downward movement 
of piston T the low pressure piston in cylinder D forces the air 
under it, which was taken in on its upward stroke, through inter- 
mediate valve E to the under side of the piston in high pressure 
cylinder F, and at the same time cylinder D is filled with air at 
atmospheric pressure through the air inlet and upper receiving 
valve U. Just before piston T completes its downward stroke 
(Plate 99), tappet plate Q, coming in contact with the lower tap- 
pet or shoulder on valve stem P, moves slide valve C to its lowest 
position, allowing the steam under piston H to exhaust to the 
atmosphere through port s, cavity r in slide valve C and exhaust 
X, and admits live steam to the upper side of piston H through 
port g, moving it downward. As piston H moves downward 
the high pressure piston forces the air under it through lower dis- 
charge valve I into the main reservoir, while the cylinder is filled 
above with air at atmospheric pressure through the air inlet at 
the left and receiving valve J. 

The completion of this stroke completes one cycle of the pump. 
The movements described are repeated through each succeeding 
cycle. 

The air valves, through which air is being received or dis- 
charged during the movements of the pistons, are shown in the 
illustrations as being raised from their seats. 

Lubrication. The steam cylinders should receive a constant 
supply of oil from the lubricator (about one drop per minute), 
keeping all joints between the lubricator and the pump perfectly 



NEW YORK DUPLEX AIR PUMP. 



225 



tight to prevent waste. Oil will leak away at the steam joints 
where there is little or no indication of steam leakage. 




PLATE 99. 



The piston rods should be kept well packed and good, clean^ 
well-oiled swabs should be maintained on them. 



226 NEW YORK DUPLEX AIR PUMP. 

AUTOMATIC OIL CUP. 

Styles A and B of the automatic oil cup, which will lubricate 
an air cylinder at an even rate, are shown on Plate loo. In the 
style A cup the quantity of oil fed to the air cylinder is governed 
by the diameter of the hole drilled in the feed cap OC 15, and 
can be regulated by changing the size of the hole or substituting 
a new piece drilled with a different size hole. Style B operates 
on the same plan and only differs from style A in that it has, in 
addition to the regulating ports in cap OC 14, an adjustable 
needle feed OC 17 for regulating the quantity of oil supplied. 

Operation. The principle of operation of the automatic oil 
cup is as follows : As the air piston makes its upward stroke 
compressed air is driven upward through the passage drilled 
through the center post in the body of the oil cup, passes down- 
ward inside the extended sleeve of the cap nut, and through the 
regulating ports drilled in this sleeve to the surface of the oil in 
the reservoir, on which it creates pressure. As the air piston 
makes its downward stroke a vacuum is formed in the passage 
in the center post and also inside the extended sleeve of the cap 
nut which envelops the center post, and the air pressure on the 
surface of the oil, formed when the air piston made its upward 
or downward stroke, forces the oil to the inside of the sleeve 
and a small portion of it is drawn into the air cylinder through 
the hole in the feed cap OC 15, or needle feed OC 17 which 
screws into the center post. 

The automatic oil cup supplies oil to the air cylinders only when 
the air pump is working, so that it performs the service required 
of it effectively, with a maximum economy in the use of oil. Its use 
will increase the life of the air cylinders, packing rings and piston 
rod packing, as well as prevent hot pumps and the annoyance 
caused by the accumulation of gum in other parts of the engine 
equipment, due to the imperfect, wasteful and uneven lubrication 
of the air cylinders heretofore in vogue. 

The oil cup should be filled before starting on a trip. Good 
cylinder oil should be used for this purpose, as other oils are 



NEW YORK DUPLEX AIR PUMP. 



227 



not satisfactory for lubricating air cylinders on account of their 
low flashing point. The air pump should never be oiled through 
the air inlets, as it tends to gum and clog the valves and passages. 
The automatic cup can be filled whether the pump is running or 
not, but it is a good plan to start the pump first, in order to be 
sure that the small port in feed cap OC 15 is open. Care should 



STYLE A 




O.C. 1 3 



V2 PIPE THD. 




V2 PIPE THD 



PLATE 100. 



be exercised not to enlarge this port when cleaning the oil cup. 

Starting the Pump. Before a pump is started the drain 
cocks in the steam and exhaust passages should be opened. The 
steam valve should be opened slightly at first and the pump run 
very slowly until all the water of condensation has been worked 
out of the steam cylinders, and there is a pressure of 35 or 40 
pounds accumulated in the main reservoir, as all locomotive air 
pumps depend on the air pressure in the main reservoir cushion- 
ing the air pistons to prevent them from striking the cylinder 



228 NEW YORK DUPLEX AIR PUMP. 

heads. If a pump is started at a high rate of speed the pistons 
will pound and become loose. 

Speed of Pump. The pump should be run at a rate of speed 
that is just sufficient to maintain the maximum pressure in the 
main reservoir and overcome the brake pipe leakage, and oil 
should be fed to the cylinders according to the work they are 
doing. 

No more air is compressed when the pump is run at a high 
speed than at a moderate one, as the air valves must have time 
to seat. The pump will do better work at a moderate speed of 
not over 60 double strokes per minute. 

Inspection. Before leaving the roundhouse with the engine 
the engineman should know that the piston rod packing does not 
leak, that there are no unusual knocks or pounds, that the steam 
exhausts are regular and that the air compressing capacity of the 
pump is normal. 

DEFECTS OF THE DUPLEX AIR PU^MP. 

Pump Piston Rod Packing. If the piston rod packing blows 
out, the oil will be blown from the rod and swabs. If the air end 
of the high pressure rod packing leaks it will cut down the ca- 
pacity of the pump, and the air cushion, which the pump should 
have to prevent the piston from striking the head, will escape. 
If it is the piston rod packing on the steam end that leaks it will 
permit a waste of steam from the steam cylinders and a large 
portion of this waste steam will be taken in at the lower air re- 
ceiving valves, thus increasing the quantity of water which will 
accumulate in the main reservoir. 

Pump Pounding. If a pump pounds it is due to the loss of 
the air cushion at the completion of a stroke ; air cylinder pack- 
ing leaking ; too high steam pressure and racing of the pump ; 
loose reversing plates on the steam piston heads ; a badly worn 
button head on the end of valve stem ; the pump being loose on 
its bracket fastenings ; brackets loose on the boiler ; back leajcage 
through the final discharge valve, or racing the pump against low 
main reservoir pressure. 



NEW YORK DUPLEX AIR PUMP. 229 

Pump Stopping. .When the pump stops of its own accord be- 
fore maximum pressure has been attained the pump governor 
should be carefully examined to see that the relief port (the 
small port above the governor piston in the diaphragm body) is 
open. If a constant blow of air is found at this small port it in- 
dicates that the governor is at fault, and it should be examined 
and repaired. 

If the governor is in perfect order the steam head of the 
pump should be jarred lightly, and if this does not start the pump 
the air pump throttle should be closed and the waste cock on the 
steam chest of the pump opened, allowing all steam to escape, 
after which the pump throttle should again be opened. ; 

If, after making the throttle test, the low pressure piston 
moves up and stops at the upper end of its stroke, and the high . 
pressure piston refuses to move, the trouble should be looked for 
in the steam reversing gear on the right or low pressure side, as 
valve stem P may have become broken or reversing plate O be- 
come worn through. But if the high and low pressure pistons 
move up, and the low pressure piston fails to move down, it 
indicates that the valve stem is broken, the reversing plate worn 
through on the high pressure side, or that the nuts on the air 
piston are loose, which would also prevent the pump from re- 
v^^sing. 

If the pump stops on account of a piston working off, the 
piston will strike hard on the air end. By removing the oil cups 
the loose nut can be located by running a piece of wire through 
the oil cup. If the top head is removed the nut can be put back 
on file x'od or removc;d entirely from the cylinder. 

Sometimes a pump will stop for want of sufficient lubrication, 
and when this occurs it can be started by shutting off the steam 
for a few moments, opening the drain cock in the steam passage 
and again turning on the steam, regulating the lubricator to feed 
a few extra drops of oil. If this does not overcome the difficulty 
it is probably due to a breakage, which will have to be repaired 
in the shop or roundhouse, as engines are not usually provided 



230 NEW YORK DUPLEX AIR PUMP. 

with the tools and necessary parts to make such repairs on the 
road. 

Uneven Exhausts. If the exhausts are irregular it is due to 
the leakage of air from the main reservoir back into the high 
pressure cylinder, leakage from the high pressure to the low 
pressure cylinder, or an air valve stuck to its seat. 

When the exhaust sounds in two pairs, one pair spaced well 
apart and the other pair very close together, it indicates that an 
intermediate air valve (E. K.) or a cylinder head gasket is leak- 
ing at a point between two cylinders. This would permit the air 
from the high pressure cylinder to pass over into the low pressure 
cylinder, instead of being forced into the mairl reservoir. • As a 
result, when the low pressure piston takes steam it has both steam 
and air pressures to cause it to make a quick stroke, which brings 
two steam exhausts very close together. 

When the spaces between three exhausts are nearly equal and 

those between the third and fourth exhausts are very long it indi- 
cates that a discharge valve is broken, the upper air cylinder 
gasket is leaking badly between the final discharge valve cavity 
and the air cylinder, or that the lower intermediate valve seat is 
loose and has worked up sufficiently to raise the intermediate air 
valve against its seat. 

If either of the steam piston heads becomes disconnected from 
the rod it will cause a stoppage of the pump. This trouble will 
be indicated by a hard steam blow at the exhaust, making the 
same sound as a blower turned on full. 

Leakages. Back leakage from the low pressure air cylinder 
through the air inlet valve can be tested for by holding the hand 
over the strainer while the low pressure piston is moving toward 
either receiving valve ; if they leak, air will blow past them to the 
atmosphere at the strainer. 

Leakage past intermediate valves E and K can be detected 
by the earlier movement of the low pressure piston away from 
the defective valve, and the weak intake of air at the inlet valves 



NEW YORK DUPLEX AIR PUMP. 231 

U or W (upper or lower), as the case may be, and also by the 
heating of the pump. 

Leakage past the final discharge valves M and I in the high 
pressure cylinder can be detected by the slower movement of both 
the low and the high pressure pistons toward the leaky valve, and 
the quicker movement of the high pressure piston away from it. 

To test for worn piston packing rings the pump should be 
run at a moderate speed against the maximum main reservoir 
pressure. If, on either the up or down stroke, air is drawn in 
lightly for the first part of the stroke and the suction ceases as 
the piston nears the end of its stroke^ it indicates a leakage past 
the packing rings. To locate the defective piston it should be 
noted which one in making its stroke fails to draw in air properly. 
Leaky rings in the high pressure cylinder can be located in the 
same manner. 

.B lotus. A blow will occur in the steam end of the pump if 
the ends of the reversing rods in the cap nuts are worn, the main 
slide valve or its seat cut or defective so that steam can escape 
to the exhaust passage, the packing rings in the steam piston 
worn or broken, or the cylinder worn. 

If the tapped rods are worn so that steam can pass through 
them into the cap nuts it will return through the passage drilled 
in the rods to the lower end of the steam cylinder and cause a 
blow in the lower end of the piston in which it is working. If 
the slide valves or their seats are leaking or cut, steam can escape 
through the slide valve chamber into the exhaust, and a constant 
blow will be produced. If the packing rings on the steam piston 
are worn or broken, steam will pass by them from one side to the 
other and escape through the exhaust opening. 

Pump Heating. If the pump runs hot it is due to a leak 
past the piston rod packing, a leaky intermediate discharge valve, 
leaky receiving valves, badly worn packing rings in the air end, 
or racing the pump under high steam pressure. 

To cool the pump a small quantity of valve oil should be used 
in the high pressure air cylinder, and if the pressure can be main- 
tained the pump should be run slowly until cooled. 



232 

NEW YORK AIR PUMP GOVERNORS. 

STYLE ♦•€** PUMP GOVERNOR. 

The function of the pump governor is to stop the pump when 
the maximum pressure has been attained and to allow steam to be 
again admitted to the pump when this pressure has been slightly 



T 



\^--' 



PG 34 
PG 35 



8 Copper P ipe 
* Air Connection 



i 



I DP 58 

PG 38 

I DP 59, 

n _ 

I Pipe 
to Steam 
r Valve ■^ 




Fits Nut 
2 DP 56 



2^' H 



PLATE 10 L 



reduced, thus maintaining practically a constant pressure. 

The pump governor is shown with the steam valve open on 



NEW YORK AIR PUMP GOVERNORS. 



233 



Plate loi and closed on Plate 102 ; the arrows indicate the direc- 
tion of the flow of steam and air. 

Operation. When sufficient air pressure, the amount for 
which the governor is adjusted, accumulates in the diaphragm air 



T 






PG 34 
PG 35 



2|S 
S; 



"&_ Copper Pipe. '^'^^^ * 
Air Corinection 



■ * 



I DP 58 
PG 38, 
I DP 59 



J to Steam 
T Y Valve->» 




.To 

Air Pumpi 



- 2^—- >W-— 241-" >^ 

PLATE 102. 



Fits Nut 
; 2 DP 56 



valve chamber to overcome the resistance of regulating spring 
PG 10, the diaphragm air valve PG 13 is lifted, uncovering the 
air passage in its seat PG 14, and air flows down on top of piston 
PG 4, which rests on top of steam valve PG 5 ; then the piston 
and steam valve together are forced downward until the steam 



234 NEW YORK AIR PUMP GOVERNORS. 

valve seats, as shown on Plate 102, and closes the steam passage 
leading to the air pump, thus cutting off the supply of steam. 
This action takes place when the air pressure for which the gov- 
ernor is adjusted has been obtained. 

When the air pressure in the diaphragm air chamber falls be- 
low the tension of the regulating spring, diaphragm air valve 
PG 13 seats, as shown on Plate loi, and cuts off the flow of air 
to governor piston PG 4. 

The remaining air pressure in the governor piston chamber is 
quickly reduced by escaping through the small vent port, indi- 
cated by the small dotted circles, in the air passage connecting the 
diaphragm air valve and the governor piston air chambers ; then 
the steam pressure acting upwardly on the face of steam valve 
PG 5 forces this valve open and admits steam to the pump. 

DUPLEX PUMP GOVERNOR. 

The duplex pump governor (Plate 103) differs in construc- 
tion from the single governor in that it has two pressure tops 
connected by means of a "siamese" fitting to a single body. It 
is used for the single pressure system, the same as the single 
governor, and also for what is known as the double pressure, or 
high pressure control system. 

Adjustment. The pump governor is adjusted to regulate 
>the amount of air pressure carried by means of regulating spring 
PG 10. B}- screwing down adjusting nut PG 35, the tension of 
this spring is increased, and by screwing up the nut it is de- 
creased. 

Increasing the tension of the spring increases the air pressure 
that may be carried, and decreasing the tension decreases the 
pressure. 

The adjusting nut should be screwed down until the pump 
stops at the desired pressure, and the promptness with which the 
pump starts when the air pressure reduces should be noted. If 
the pump does not start promptly the adjusting nut should be 



NEW YORK AIR PUMP GOVERNORS. 



235 



screwed up a trifle and again screwed down if the required pres- 
sure is not maintained, after which the cap nut should be replaced 
securely. 

When adjusting the pump governor care should be taken to 
ascertain that the air gauge is correct. Often when trouble is 
experienced in adjusting governors the trouble is due to the 
erratic action of the air gauge. 




l"Ptpe 

To Steecn 

Valve 



PLATE 103, 



DEFECTS OF THE PUMP GOVERNOR. 
If the governor has been properly adjusted and, without any 
change of adjustment, gradually increases the amount of pres- 
sure, the trouble is probably due to the accumulation of gum on 
the face of the diaphragm air valve PG 13, where it seats over 



236 NEW YORK AIR PUMP GOVERNORS. 

the air passage PG 14, thereby increasing the length of the port 
and reducing the lift of the diaphragm. 

The foUo^wing defects will not allow the governor to shut off 
the steam when the maximum air pressure is obtained: The 
regulating spring may be adjusted too tightly; too much oil used 
in the air end of the pump, causing the valve to gum up on its 
seat ; air leaking by the governor piston as fast as it passes into 
the passage over the piston ; the governor piston sticking so that 
the air pressure cannot force the piston down. If the waste pipe 
in the steam end of the governor is stopped up so that steam or 
air . accumulates below the piston the governor will not shut off 
at any pressure, and if there is a leak by the diaphragm with the 
hole in the spring casing stopped up it Avill prevent the governor 
from operating. 

If the governor stops the pump and fails to release it prompt- 
ly, when the air pressure in the main drum has been reduced suffi- 
ciently, it indicates a leakage past the diaphragm air valve, per- 
mitting air to flow down onto the governor piston, w^hich would 
tend to hold the steam valve closed and would prevent it from, 
opening promptly. This defect is indicated by a constant flow of 
air from the small relief port in the diaphragm body above the 
governor piston. 

When the governor is correctly adjusted, and it fails to re- 
duce the speed of the pump when the standard pressure has been 
accumulated, it may be due to the closing of the lower drainage 
port leading from the under side of the governor piston to the 
atmosphere, the diaphragm air valve leaking around its edge into 
the spring casing with the relief port in the casing clogged, or the 
port leading from the diaphragm seat to the top of the governor 
piston closed with gum. The accumulation of gum at this point 
is caused by dirt and other foreign matter finding its way into the 
governor and lodging on the seat of the diaphragm valve. Ex- 
cessive quantities of poor oil used in the air cylinders and pumps 
that run hot also contribute to the accumulation of giim at this 
point. 



237 

THE B3 LOCOMOTIVE BRAKE EQUIPMENT. 

The locomotive brake equipment described and illustrated 
herein is known as the B3 equipment, and is arranged in four 
different schedules to cover the general requirements of railroad 
service. 

Schedule B^ is for engines in passenger or freight service 
where but one brake pipe pressure is used. Both the pump gov- 
ernor and the pressure controller have single regulating heads, 
which should be adjusted for the standard, brake pipe and main 
reservoir pressures (Plate 104). 

Schedule B^-S is for switch engines only. A single pump 
governor and a single pressure controller are used. The con- 
troller is set to give a brake pipe pressure of 70 pounds and the 
pump governor for 90 pounds main reservoir pressure for ordi- 
nary switching service. However, when the engine is used for 
passenger switching service, and handles trains that are using 
no pounds brake pipe pressure, the pump governor should be 
adjusted to no pounds main reservoir pressure. When handling 
trains using high pressure, cock No. 2 between the regulating 
and supply parts of the controller should be closed. This renders 
the controller inoperative and allows the main reservoir pressure 
of no pounds to pass to the brake valve and brake pipe, so that 
trains using the high speed brake can be handled without delay 
and without the necessity of additional apparatus. A quick re- 
lease valve is furnished with this schedule and is to be placed in 
the straight air pipe so that the brakes can be released quickly, 
permitting quicker movement. The divided reservoir and the 
accelerator valve are not furnished with this schedule. The sup- 
plementary reservoir is substituted for the divided reservoir 
(Plate 105). 

Schedule B^-HP is for freight service where heavily loaded 
trains are handled on heavy grades, or loads handled down grades 
and empties up grade. Both regulating portions of the pump gov- 
ernor and the pressure controller are duplex, so that pressures of 



238 B3 LOCOMOTIVE BRAKE EQUIPMENT. 

70 and 90 pounds can be carried in the brake pipe, and 90 and 1 10 
pounds in the main reservoir, for the ordinary brake pipe pres- 
sure and the high pressure control. 

Three-way cocks are provided for the operation of these 
duplex regulating parts, being connected as shown in the piping 
diagram (Plate 106). To operate these cocks the handle should 
be turned in line with the pipe leading to the regulating head to 
be used, high or low pressure, as desired. This will cut in the 
head to regulate the supply portion and cut off the pressure to the 
one not in use. 

Schedule B^-HS is the high speed brake. It includes the 
duplex pressure controller and the duplex pump governor. The 
regulating heads of the pressure controller should be adjusted 
to 70 and no pounds for brake pipe pressure, and the pump gov- 
ernor heads adjusted to 90 and 130 pounds for main reservoir 
pressure. A union four-way cock is used with the regulating 
heads of the pressure controller. This is a special cock with a 
connection to each regulating top, one to the supply pipe between 
the controller and brake valve and one to the pipe connecting the 
brake valve and accelerator reservoir. When the handle of the 
four-way cock is in position to operate the regulating head ad- 
justed to no pounds brake pipe pressure, a small port in the 
accelerator reservoir connection is brought into communication 
with a port to the atmosphere. The object of this port is to pre- 
vent more than the usual predetermined reduction of brake pipe 
air obtained in the graduating notches taking place with no 
pounds pressure. A union three-way cock connected to the main 
reservoir and pump governor regulating tops is used to change 
the main reservoir pressure (Plate 107). 

Piping Diagrams. Plates 104, 105, 106 and 107 show the 
piping diagrams of the four schedules of the B3 equipment, and 
also the several parts comprising each schedule, as well as the 
proper pipe connections. Thi? equipment is an improvement 
over former equipments. It not only includes all necessary feat- 
ures for the automatic brake, but also a straight air brake for 



B3 LOCOMOTIVE BRAKE EQUIPMENT. 239 

the locomotive and tender, all operated by the automatic brake 
valve without any additional positions. 

Improvements in the B3 Brake Valve. Among the im- 
provements incorporated in the B3 brake valve are, the use of 
tap bolts instead of screws to fasten the valve cover to the body, 
and port o is cored in the valve body instead of being drilled 
through the cover. The projection for centering the piston pack- 
ing leather EV 107 is on the piston instead of on the follower. 
A new packing leather can therefore be applied without removing 
the piston from the brake valve, it only being necessary to remove 
the back cap and the piston follower. 

Other parts of the equipment fully described under their dif- 
ferent headings are: The i54-ii^ch pressure controller, by which 
the brake pipe pressure is regulated ; the accelerator valve, which 
assists the brake valve in discharging brake pipe air when making 
service applications with long trains ; the ^-inch controller, which 
controls the straight air brake pressure; the high speed con- 
troller, which acts as a reducing valve for the driver and truck 
brake cylinders ; the lever safety valve, and the quick release valve. 

MANIPULATION. 

To apply the automatic brakes on the locomotive and train, the 
handle of the brake valve should be moved to the graduating 
notch necessary to make the desired brake pipe reduction. 

To release both locomotive and train brakes, the handle should 
be moved to running and straight air release position. 

To release the train brakes and hold the locomotive brakes 
set, the handle should be moved to automatic release and straight 
air application position. 

To apply the locomotive brakes (straight air), the handle 
should be moved to full automatic release and straight air appli- 
cation position. 

To release the locomotive brakes, the handle should be moved 
to running and straight air release position. 

To apply the brakes in an emergency, the handle should be 



240 B3 LOCOMOTIVE BRAKE EQUIPMENT. 

moved quickly to emergency position and left there until the train 
stops. 

In case the automatic brakes are applied by the bursting of a 
hose, the train parting, or the conductor's valve is opened, the 
handle should be placed in lap position in order to retain the main 
reservoir pressure. 

To graduate off or entirely release the locomotive brakes while 
holding the train brakes applied, the lever safety valve should be 
used to make the required reduction. 

The handle of the brake valve will be found to work freely and 
easily at all times, as the pressure on the main slide valve does 
not exceed the maximum brake pipe pressure. 

The cylinder gauge will show at all times the pressure in the 
locomotive brake cylinder and should be observed in brake 
manipulations. 

Double-Heading. When there are two or more locomotives 
in a train, cut-out cock No. i should be turned to close the brake 
pipe and the brake valve carried in running and straight air re- 
lease position on all locomotives, except the one from which the 
brakes are operated. 

Cutting Out the Straight Air Brake. If it becomes neces- 
sary to cut out the straight air brake, cut-out cock No. 3, located 
in the straight air pipe, should be closed. 

Cutting Out the Automatic Brake on the Engine. To cut 
out the automatic brake on the engine, cut-out cock No. 6, lo- 
cated in the pipe connecting the triple valve and the double check 
valve, should be closed. By locating the cut-out cock at this 
point the auxiliary reservoir will remain charged if the brake is 
cut out, and it can be cut in immediately if so desired. This cut- 
out cock and also cut-out cock No. 3 are special ; they are of the 
three-way pattern and when turned off drain the pipes leading to 
the double check valve, which insures the check valve remaining 
seated in the direction of the closed cock. 

Cut-Out Cock No. 4. Main reservoir cock No. 4 is for the 



B3 LOCOMOTIVE BRAKE EQUIPMENT. 



241 



purpose of cutting off the supply of air when removing any of the 
apparatus, except the governor. 

Straight Air Controller. The function of the straight air 
controller is to limit the pressure in the driver, truck and tender 
brake cylinders for the straight air brakes. It should be adjusted 
to withstand a pressure of 40 pounds. 

THE B3 BRAKE VALVE. 

List of Parts. Plates 108, 109, no and in show the dif- 
ferent parts of the brake valve as follows : 



QT 
QT 
QT 
QT 
EV 
EV 
EV 
EV 



3- 
29. 

30. 

31- 
60. 



Piston Ring, 
i-inch Union Bolt. 
1-inch Union Swivel, 
i-inch Union Gasket. 
Small Union Nut. 
75. Handle Pin. 
yy. Handle Set Screw. 
96. ^-inch Plug. 
EV 103. End Plug. 
EV 107. Packing Leather. 
EV 108. Expander. 
EV III. Graduating Valve 

Spring. 
EV 113. Fulcrum Pin. 
EV 121. Lever Shaft Packing. 
EV 123B. Handle. 
EV 128. Small Union Stud. 
EV 158. Union Swivel. 
EV 165. Lever Shaft Nut. 
EV 172. Quadrant Latch. 
EV 173. Latch Screw. 
175. Link Pin Cotter. 

180. A'ent A^alve. 

181. Follow Cap Nut. 

182. Vent A'alve Spring. 



EV 

E\^ 



EV 183. Piston Cotter. 

EV i9'2. Cap Gasket. 

EV 196. Lever Shaft Plug. 

EV 199. Back Cap Stud and 

Nut. 

EV 301. Follower. 

EV 302. Graduating Valve 

Lever. 

EV 303. Link. 

EV 304. Slide Valve Lever. 

EV 305. Lever Shaft. 

EV 306. Quadrant Screw. 

EV 307. Cover Gasket. 

EV 309. Body. 

EV 310. Back Cap. 

EV 311. Piston. 

EV 312. Main Slide Valve. 

EV 313. Valve Cover. 

EV 314. Quadrant. 

EV 315. Cover Boh. 

EV 316. Link Pin. 

EV 317. Graduating Valve. 

EV 323. Nut Lock Bolt. 

FA" 325. Nut Lock Spring. 

EV 610. Handle Spring. 



242 B3 LOCOMOTIVE BRAKE EQUIPMENT. 

Plate io8 is a longitudinal side section of the brake valve 
(running position), showing the main slide valve EV 312 and 
how the graduating valve EV 317 is controlled by piston EV 311 
and lever EV 302 ; also port O in the back cap, closed by the vent 
valve EV 180. This view also shows the different positions of 
the brake valve handle. Plate 109 is a cross section through the 




EV3Cf7 

Eveo 

EVI58 

J' COPPER PIPE 
TO ACCELERATOR 
RESERVOIR 



PLATE 108. 



valve (rear view). Plate 110 is a cross section through the 
main slide valve EV 312. This view shows the main reservoir 
and brake pipe connections ; it also shows the location of passage 
H, which connects the supplementary reservoir and chamber D^ 
back of piston EV 311 ; also port O drilled to the slide valve seat, 
and cavity R in the slide valve. Plate 11 1 is a top view of the 



B3 I^OCOMOTIVE BRAKE EQUIPMENT. 



243 



valve with the cover, sHde valve and handle removed, showing 
the seat and connections for the straight air and divided reservoir 
pipes. A shows the opening through the slide valve seat to 
brake valve chamber A beneath the slide valve ; B is a cavity back 
of the slide valve seat into which the air flows from the main 
reservoir pipe, although all the space under the valve cover and 



r\ 




■2i 



PLATE 109 



above the slide valve is known as chamber B ; G is the exhaust 
passage; V is a port in the seat through to the exhaust passage 
and is an exhaust port for the straight air brake in running and 
straight air release positions, and is also an exhaust port for the 
air from chamber D through port O in the release, running and 



244 B3 LOCOMOTIVE BRAKE EQUIPMENT. 

lap positions ; port T leads to the accelerator reservoir ; port W 
leads to passage H and the supplementary reservoir. The loca- 
tion of port O in the seat is also shown. 

Port O is used for the purpose of venting air from chamber D 
to the atmosphere, so as to permit piston EV 311 to return to 
its normal position (Plate 108) when releasing brakes. It runs 



■ 




I PIPE IPIPE 

TO BRAKE PIPE TO M/UN RESERVOIR 



PLATE 110. 



from the vent valve seat through the back cap, lengthwise 
through the body of the brake valve to a point shown on Plate 
109 and thence up to the seat of the slide valve. It is connected 
to the exhaust passage by cavity R in the slide valve and port V 
in the seat in full release, running and lap positions. 



B3 LOCOMOTIVE BRAKE EQUIPMENT. 245 

Chamber D air is prevented from escaping to the atmosphere 
in these positions by vent valve EV 180 on the end of piston 
EV 311. Just before the slide valve reaches the first graduating 
notch it covers port O, so that when the piston moves forward 
to automatically close the service exhaust port F, chamber D air 
only gets to the face of the slide valve. When the brake valve 
is placed in full release, running or lap position, air from cham- 
ber D flows through port O, cavity R and port V to the atmos- 




-TO SUPPLEMENTARV 
RESERVOIR 



RESERVOIR-" N^ ■:? ^ ^ ^CYLINDER 

PLATE HI. 



phere, until the pressure in chamber D is slightly below that in 
chamber A (brake pipe), when the brake pipe pressure, being the 
greater, forces piston EV 311 to the position shown on Plate 
108, seating the vent valve and preventing further escape of air 
from chamber D. 

Pipe Connections. EV 326 is a pipe bracket bolted to the 
side of the brake valve. It has two pipe connections, one to the 
main reservoir and the other to the brake cylinders. Dotted 
lines show the cored passage from the main reservoir connections 
to port N, and from port E to the cylinder pipe connection. 

Slide Valve. Plate 112 shows the face of the slide valve. 
F and G are the service exhaust ports, and are connected by a 
passage through the center of the slide valve ; J and K are the 
emergency exhaust ports connected by passages on each side of 
the central passage connecting F and G; S is a small port con- 
nected by passage X to the elongated port Kc, which registers with 
port T in the seat in all the service application positions ; P is a 



246 B3 LOCOMOTIVE BRAKE EQUIPMENT. 

groove and its function is to connect port W and the supple- 
mentary reservoir with brake pipe pressure in release and run- 
ning positions ; L is a passage through which air passes from the 
main reservoir pipe to the brake cylinder pipe in a straight air ap- 
plication position ; R is a cavity connecting ports E and V in run- 
ning and straight air release positions to release the straight air 
brakes, and connects ports O and V in release, running and lap 
positions. 

It also permits the partial opening of port N to E in the 
last graduating notch and full opening in emergency position. 
Ports M are through the slide valve and are for the purpose of 
charging the brake pipe. 




F S J X Ac 

PLATE 112. 



Course of Main Reservoir and Brake Pipe Air. Main res- 
ervoir air, reduced to brake pipe pressure by the pressure con- 
troller, flows into chamber B. The slide valve EV 312 controls 
the flow of air from the main reservoir to the brake pipe and from 
the brake pipe to the atmosphere. The brake pipe is connected 
to chamber A. Discharge of brake pipe air to the atmosphere for 
service applications occurs through ports F and G and exhaust 
passage C but, for emergency application, through ports J and 
K and exhaust passage C In full automatic release position, air 
is free to flow from the main reservoir to the brake pipe through 
ports M and past the end of slide valve EV 312. In running 
position, ports M only are open between the main reservoir and 
the brake pipe, but they are sufliciently large to permit the re- 
lease of the train brakes. Small slide valve EV 317 is a cut-off 



B3 LOCOMOTIVE BRAKE EQUIPMENT. 247 

or graduating valve, operated by piston EV 311 and lever EV 
302. In service applications it automatically laps port F and 
stops the discharge of brake pipe air, when the brake pipe re- 
duction, corresponding to the service graduating notch in which 
the handle is placed, has been made. Piston EV 311, which is ex- 
posed on one side to brake pipe pressure and on the other to 
chamber D or supplementary reservoir pressure, through the 
agency of lever EV 302, causes valve EV 317 to move automatic- 
ally whatever distance is necessary to close port F. 



A F S C T J X Ac 




W 



N L E V O 
PLATE 113. 



Automatic Release and Straight Air Application Position. 

Plate 113 shows automatic release and straight air application 
position. The purpose of this position is to promptly release the 
automatic brakes and to apply the straight air brakes or retain 
the pressure in the locomotive and tender brake cylinders. In 
this position air flows directly from chamber B (main reservoir) 
into chamber A (brake pipe), past the end of the slide valve and 
through ports M. Port O is open to the atmosphere through port 
V to permit piston EV 311 to return to its normal position. Port 
T is open to the atmosphere through J and C. The supplementary 
reservoir is being charged to brake pipe pressure through groove 
P and port W from chamber A. Port E is brought into com- 
munication with port N by passage L, permitting air to pass to 
the locomotive and tender brake cylinders, through the straight 
air pipe and double check valve, until shut off by the ^-inch 



248 B3 LOCOMOTIVE BRAKE EQUIPMENT. 

pressure controller, the regulating top of which is connected to 
the straight air pipe and is adjusted at 40 pounds. By placing the 
valve handle about midway between release and running posi- 
tions the straight air ports can be lapped, making it possible to 
increase or decrease the brake cylinder pressure as may be de- 
sired. 



A F S J C T X Ac 




N L E J V 

PLATE 114. 

Running and Straight Air Release Position. Plate 114 shows 
the running and straight air release position. This is the position 
in which to place the handle when wishing to release the train 
and locomotive brakes simultaneously, or to release the straight 
air brake when it only has been applied. Air passes from the 




N J E R V O 

PLATE 115. 



main reservoir to the brake pipe through ports M. Port N is 
closed ; port E is brought into communication with port V and 
the atmosphere by cavity R, releasing the straight air brake ; 
ports O and T are still open to the atmosphere as in full release 



B3 LOCOMOTIVE BRAKE EQUIPMENT. 249 

position; port T is open to the atmosphere through J and C in 
release and running positions, so that in case of a release, follow- 
ing a partial application, the accelerator reservoir pressure can 
escape and prevent the operation of the accelerator valve, while 
groove P still holds port W in communication with the brake pipe 
pressure in chamber A. 

Lap Position. Plate 115 shows lap position. The brake 
valve handle should be placed in this position when a hose bursts, 
a train parts or a conductor's valve is open, for the purpose of 
saving the main reservoir air. All ports are closed in this posi- 
tion, except port O, which is open to the atmosphere through port 
V and the exhaust passage in release, running and lap positions. 

Service Application. Plate 116 shows service application 
position. This position is for the purpose of gradually applying 



AFSJCTXAc 




N J E R 
PLATE 116. 



the brakes, and is divided into five graduating positions desig- 
nated by notches on the quadrant. The reduction in brake pipe 
pressure obtained in the different notches are respectively 5, 8, ii, 
15 and 2;^ pounds. The amount of the initial reduction should 
always be governed by the length of the train, speeds, grades, etc. 
The handle of the brake valve should always be placed in the 
notch which will give the required reduction. When the brake 
valve is moved to the first graduating notch the slide valve is 
in the position shown. Port O is closed to prevent the escape 
of chamber D pressure ; port F is moved back of the graduating 



250 B3 LOCOMOTIVE BRAKE EQUIPMENT. 

valve EV 317, and port G registers with exhaust port C. Brake 
pipe air now flows to the atmosphere. It also flows through port 
S, passage X and port T to the accelerator reservoir, building 
up a pressure to operate the accelerator valve. As soon as the 
pressure in the brake pipe reduces, the pressure in chamber D, 
now being the greater, begins to expand to equalize with the 
brake pipe pressure, and in doing so moves piston EV 311 for- 




W N J R E 
PLATE 117. 

ward. The piston carries with it the lower end of the gradu- 
ating valve lever EV 302, which is so proportioned that the 
graduating valve EV 317 on the other end of it is moved back just 
far enough to close ports F and S when the pressures in chamber 
D and the brake pipe have equalized. This stops the flow of air 




rr> f- 



I M 

PLATE 118, 



from the brake pipe to the atmosphere and to the accelerator res- 
ervoir. This action is called automatic lap, and it takes place in 
all the graduating positions. A further reduction of the brake 



B3 LOCOMOTIVE BRAKE EQUIPMENT. 251 

pipe pressure is made by moving the brake' valve handle back 
to any of the service notches, the piston moving further forward 
for each successive reduction. The action of the brake valve is 
the same and the ports are in the same relation to each other in 
all service positions of the brake valve, except the last graduating 
position, shown on Plate 117. In this position a partial opening 
of port N admits air slowly to the locomotive and tender brake 
cylinders, through cavity R and port E, up to the adjustment of 
the controller on the straight air pipe, which will insure full 
braking pressure on the engine with a full application, regardless 
of piston travel and brake cylinder leakage. 

Emergency Application. Plate 118 shows emergency appli- 
cation position. This position is for the purpose. of producing a 
quick, heavy reduction in brake pipe pressure so that all the triple 
valves on the train will operate in quick action and apply the 
brakes in the shortest possible time. Port J registers with cham- 
ber A, and K- with the exhaust port C, allowing brake pipe air 
to escape rapidly to the atrhosphere. Cavity R allows air from 
the main reservoir to pass through ports N and E to the loco- 
motive brake cylinders, and the full pressure of the straight air 
brake is maintained on the engine. 

DEFECTS OF THE B3 BRAKE VALVE. 

To test for a main slide valve leak the cut-out cock below the 
brake valve should be closed, the pump started, and the brake 
valve handle placed in lap position. All ports are then blanked 
and any leakage past the slide valve to the brake pipe will be 
indicated by the black hand of the air gauge. Another method 
of making this test is to make a full service application when the 
brake system is charged. This reduction would cause a differ- 
ence between the brake pipe pressure and that on top of the slide 
valve, and if there were any leak by the slide valve it would be 
indicated by the brake releasing and the raising of the black hand 
of the air gauge. Still another method of testing would be to 
place the brake valve in either graduating notch when the brake 



252 B3 LOCOMOTIVE BRAKE EQUIPMENT. 

system is charged, and if the escape of air at exhaust passage C 
did not entirely stop and the black hand of the air gauge did not 
fall at the same time, it would indicate that the main slide valve 
were leaking. 

To test for a leaky graduating valve, after the brake system 
is fully charged, the brake valve should be placed in the first 
graduating notch. If the blow continues at exhaust port C, 
venting the air from the brake pipe to the atmosphere, it indicates 
a leaky graduating valve. 

If the packing ring on the equalizing piston leaks it can be 
detected by having the full pressure in the brake system, turning 
the cut-out cock below the brake valve and placing the brake 
valve in emergency position. If air escapes from port C until 
the supplementary reservoir is drained, it indicates a leak at the 
packing ring. 

If the vent valve leaks it will be indicated by a constant blow 
from exhaust port C when the brake valve is in full release, run- 
ning or lap position. 

SUPPLEMENTARY RESERVOIR. 

Plate 119 shows a supplementary reservoir used with switch 
engine equipment, schedule B3-S. The names of the parts are: 
EV 60, Small Union Nut; EV 155, Supplementary Reservoir; 
EV 156, Reservoir Plug; EV 158, Union Swivel. 



J BOLT 



VW 



-6| 



EVI56 

EV60 
EVI5I 



■ 3 H'" 1 



tCAPAClTy 







T 



D 



J COPPER PIPE 
TO BRAKE VALVE : 



PLATE 119. 



B3 LOCOMOTIVE BRAKE EQUIPMENT. 253 



The duty of the supplementary reservoir in service appHca- 
tion is to hold the air used to move the equalizing piston and 
graduating valve, and automatically lap the valve in service re- 
ductions. Any leakage in the supplementary reservoir or pipe 
connection, or gasket EV 107, destroys this feature and renders 
it necessary to place the brake valve handle in lap position after 
each reduction to prevent all brake pipe air from being lost. 

If there is a broken pipe connection leading to the supple- 
mentary reservoir it would be necessary to put in a blind gasket 
between the brake pipe and the joint, and place the brake valve 
handle in lap position after each reduction, 

DIVIDED RESERVOIR. 

Plate 120 shows the divided reservoir (side and end view) 
used with schedule B2 and B3. When the accelerator valve is 
being used, the small compartment is used for chamber D pres- 
sure and the large compartment for the use of the accelerator 
valve. The end view shows where the accelerator valve is at- 
tached. 




EVI56 
EV60 
VI 58 



™ EV200 
PLATE 120. 

PRESSURE CONTROLLER. 

The pressure controller is in reality a part of the brake valve, 
taking the place of the excess pressure or feed valve, and is con- 
nected to the main reservoir pipe near the brake valve for the 



254 B3 LOCOMOTIVE BRAKE EQUIPMENT. 

purpose of controlling the brake pipe pressure. The regulating 
and supply portions are separate, being connected by piping, and 
the regulating heads connect directly to the pipe between the 
supply portion and the brake valve. 




PLATE 121. 



With the pressure controller the excess pressure is confined 
to the main reservoir and, while it has sufficient capacity to re- 



Eviza 

EV60 

evisa 

2 CooDvr Pi09 




2s PLATE 20 



PLATE 122 



B3 LOCOMOTIVE BRAKE EQUIPMENT. 



255 



lease the brakes promptly and recharge the auxiliary reservoirs 
on a train of any length, there is no danger of overcharging the 
auxiliary reservoirs on the forward end of the train. Thus, the 
possibility of a reapplication of the brakes on the forward end 
of the train is prevented during the charging of the rear brakes. 
Styles of Controllers. The controller is made in two styles, 
single and duplex, to cover the requirements of the different 
schedules. Plate 121 is a sectional view of a duplex regulating 
part and Plate \22 a similar view of a single regulating part. 




PLATE 123. 




PLATE 124, 



Plates 123 and 124 show the three-way and the four-way 
cut-out cocks, which are used to control the air pressure to the 
regulating heads. Plate 125 is a sectional view of the supply 
portion of the controller. By referring to Plate 125 you will 



0.|'c..MrP«. 




-AV 28 

PLATE 125— FIG. 1. 



I^PIMTh. 




FIG. 2— PLATE 125. 



256 B3 LOCOMOTIVE BRAKE EQUIPMENT. 

notice that Fig. i shows end view and Plate 125, Fig. 2, a cross 
sectional view. It will be noted that the connection with the 
main reservoir is made at MR, and by means of the cored 
passage, air is free to pass to the under side of valve PG 95. 
Connection BV leads to the brake valve and main reservoir con- 
nection, and connection D to the regulating part (single or du- 
plex), also connecting at D on Plate 125, Fig. 2. 

Operation. In operation, with either a single or a duplex 
regulating part, as soon as the pressure in the brake pipe is suffi- 
cient to overcome the resistance of spring PG 10, which holds 
diaphragm PG 13 seated over port B, the pressure will pass 
through passage E to connection D and through piping to space 
E in the supply part of the controller above piston PG 4, forcing 
the piston and valve PG 95 down until seated and cutting off 
communication between the main reservoir and the brake pipe. 

As soon as the pressure in the brake pipe falls below the 
resistance of spring PG 10 the latter will force diaphragm PG 13 
to its seat, closing off port B, whereupon the pressure in passage 
E and the piping connecting the supply and regulating parts, 
and space E above piston PG 4, will immediately escape to the 
atmosphere through small port C in the regulating head of the 
controller, after which the main reservoir pressure will lift valve 
PG 95 off its seat and again open communication to the brake 
valve, thus maintaining a constant pressure in the brake pipe. 

Port X in the supply part of the controller connects the under 
side ©f piston PG 4 with the atmosphere, so that it will be free 
to operate and to discharge anv leakage past ring PG 24 or valve 
PG 95- 

Regulating Parts. The regulating parts are provided with 
brackets so that they can be attached to the cab in a position con- 
venient for adjustment. The adjustment of these regulating 
heads is accomplished by means of nut PG 35, which regulates 
the tension of spring PG 10. 

As each regulating head has a vent port C to avoid waste of 



B3 LOCOMOTIVE BRAKE EQUIPMENT. 257 

air with all duplex regulating parts, one of these heads should 
be plugged with a screw PG 33. 

Three-Way and Four-Way Cock Connections. By refer- 
ring to the piping diagram it will readily be seen how the three- 
way cock is connected with the regulating heads in schedule 
B3-IIP and how the four-way cock is connected to the regulating 
heads and accelerator reservoir in schedule B3-HS. 

Use of Cut-Out Cock. As before stated, the cut-out cock 
shown on Plate 124 is used with the B3-S equipment between the 
regulating and the supply parts. When the cut-out cock is closed 
the supply part of the controller is cut off, making it inoperative, 
for the reasons given in the previous instructions. 

Cutting Out the Controller. The hand wheel PG 45 can 
be used in case of any defect that causes a sluggish action of the 
controller. By screwing the wheel up it will lift valve PG 95 
off its seat and allow the free passage of air from the main reser- 
voir to the brake valve. The controller will then be inoperative, 
and main reservoir and brake pipe pressures will be equal until 
the controller is again put in w^orking condition. 

Size of Controller to Straight Air Brake. A ^-inch con- 
troller is used to control the straight air brake pressure. It is 
located in a ^-inch pipe, which is attached to the main reservoir 
pipe between cut-out cock No. 4 and the i^-inch controller, and 
leads to the main reservoir connection of pipe bracket EV 326. 
The regulating head is connected to the straight air pipe between " 
the pipe bracket and the double check valve. It is adjusted to 
40 pounds, and maintains that pressure in the locomotive brake 
cylinders when the straight air brake is applied. Its operation 
is identical with that of the i^-inch pressure controller. 

Double Check Valve. A double check valve is used with 
this type of equipment, and in all cases it is of the type used 
with the independent straight air equipment. It is so placed in 
the pipe connection that when the automatic brake is used the 
double check moves over and closes communication between the 



258 B3 LOCOMOTIVE BRAKE EQUIPMENT. 

brake cylinder and the straight air release, and when the straight 
air is used it moves over and closes communication from the 
brake cylinder to the triple exhaust. The piping diagram shows 
the location, and it works upon the same principle as the West- 
inghouse double check, which is illustrated and described on pages 
128 to 129. 

DEFECTS OF THE PRESSURE CONTROLLER. 

If leather seat SA 6 leaks it will allow the main drum pres- 
sure to leak by the valve and overcharge the brake pipe. If the 
passage leading to piston PG 24 is stopped up, or the tension of 
spring PG 10 is too great, or if there is a leak by the diaphragm 
with the vent port in the spring casing stopped up, a leak by 
piston PG 24, a leak by the stem of valve PG 95 with port X 
stopped up, or piston PG 24 stuck in the bushing, the brake pipe 
will become overcharged. 

To overcome these defects temporarily, and until repairs are 
made, the low pressure pump governor of the duplex should be 
adjusted to shut off the pump at any desired pressure. 

If the pipe leading to the single controller, or the pipe leading 
from the brake valve to the cut-off cock breaks, the pump gov- 
ernor should be adjusted to regulate the required amount of 
pressure, and the pipe leading to the controller plugged. 

If any one of the pipes leading from the reversing cock to 
'the controller top breaks, the reversing cock should be turned, 
and the other controller top cut in and adjusted to carry the 
proper pressure. 

If the controllers or pump governor require cleaning, and 
there is pressure in the main reservoir, the pump should be shut 
off and the reversing cock turned so as to shut off the pressure 
from the governor or controller that needs cleaning. The tension 
of the spring should then be slacked off, the air pipe disconnected 
and the spring box removed, after which the different parts may 
be cleaned and replaced. 



B3 LOCOMOTIVE BRAKE EQUIPMENT. 259 

ACCELERATOR VALVE. 

It is well known that with the ordinary brake valves alone it 
is almost impossible, even with a full service application, to set 
all the brakes on a train of from 75 to 100 cars. This is due to 
the back flow of air from the auxiliary reservoirs to the brake 
pipe through the feed grooves, and from the brake cylinder to 
the atmosphere through the leakage grooves. It is the result of 
the comparatively slow brake pipe reduction through the service 
application ports of the brake valve, which for obvious reasons 
cannot be enlarged. 

List of Parts. The names of the parts are as follows : 
PG 24. Piston Ring. RV 70. Leather Seat. 

RV 62. Body. RV 74. Slide Valve. 

RV 63. Upper Cap. QT 23.1. Spring. 

RV 64. Lower Cap. EV 656. Slide Valve Spring. 

RV 65. Piston. HS 24. >4-inch Street Ell. 

RV 6y. Valve Stem. 

Purpose of the Accelerator. The purpose of the accelera- 
tor valve Is to overcome this difficulty. Its duty is to assist the 
brake valve in discharging brake pipe air when making service 
reductions with long trains, and to bring about a more uniform 
and prompt application of the brakes than is possible with the 
ordinary brake valves. It operates only when a service applica- 
tion is made, and then only when the volume of brake pipe air is 
sufficient to warrant its use. Tlie reductions, however, are no 
greater with the accelerator valve than with the former types of 
brake valve, as the automatic cut-off of the brake valve controls 
the flow of air that actuates the accelerator. This valve does ex- 
actly what its name implies ; it accelerates the discharge of brake 
pipe air. The operation of the accelerator valve is automatic; it 
opens about 4 seconds after the brake valve handle has been 
moved to the graduating notch and closes in about the samic 
length of time, after the graduating valve has closed ports F and 
S in the slide valve. A pressure of from about 10 to 12 pounds 
in the large compartment of the divided reservoir is required to 



26o B3 LOCOMOTIVE BRAKE EQUIPMENT. 

operate it ; consequently it does not open with a shorter train 
than one of 8 cars, as with a train of this length the automatic 
lap of the brake valve takes place before sufficient pressure has 
• been accumulated in the divided reservoir to move the piston of 
the accelerator valve down against the spring. 

The accelerator valve is bolted to the divided reservoir, the 
large chamber of which is the accelerator reservoir and the small 
one the supplementary reservoir. 

Arrangement of Piping. The arrangement of the piping is 
shown in the piping diagrams. Plate 127, Fig. 2, is an outside 
view of the valve, showing the brake pipe connection and exhaust 
elbow, and Plate 127, Fig. i, is a sectional view. 



,PG 24^ 




R V 63 



H S 24 



\5 Brake Pipe^ 



v^ Connection. 




R V 64 



FIG. 1. 



PLATE 127. 



FIG. 2. 



Brake Pipe Pressure. Brake pipe pressure is always pres- 
ent in chamber O, around slide valve RV 74, and is prevented 
from escaping to chamber B by leather seat RV 70, which is held 
to its seat by spring QT 231. There is an oblong port a in the 
slide valve and a triangular port b in the slide valve bushing with 
its point upward. 



B3 LOCOMOTIVE BRAKE EQUIPMENT. . 261 

Operation. When the brake valve is placed in service posi- 
tion port S in the slide valve is open to the brake pipe, and the 
long port Ac, which is also in the slide valve, registers with port 
T in the seat, allowing brake pipe air to pass through ports S 
and T to the accelerator reservoir and to the top of piston RV 
65, which is always in direct communication with the accelerator 
reservoir. When a pressure of from 10 to 12 pounds is accumu- 
lated in the reservoir the piston, valve stem and slide valve are 
moved down, compressing spring QT 231. Port a then registers 
with port h, but, as the small part of the port opens first, the brake 
pipe air flows slowly to the atmosphere, the discharge increasing 
as the port opens wider, until the full travel of the piston and 
slide valve gives a full opening of the port. When the cut-off 
valve of the brake valve goes to automatic lap and closes port S, 
air ceases to flow to the accelerator reservoir. The pressure on 
piston RV 65 reduces through ports R and T in the body of the 
valve and through port S in the piston. As soon as the pressure 
above the piston has been reduced sufliciently, spring QT 231 
pushes the slide valve and piston upward, first closing port R, 
then ports a and h, lastly closing leather seated valve RV 70 and 
stopping the flow of brake pipe air to the atmosphere. The pis- 
ton closes port R before the slide valve closes port h, so that the 
air from the accelerator reservoir flowing more slowly through 
port S in the piston gives the slide valve the slow closure desired. 

The action of the accelerator valve allows a much larger vol- 
ume of air to pass from the brake pipe than could flow in the 
same time through service ports F and G in the brake valve, and 
it will remain open longer with a long train than with a short one, 
as the volume of brake pipe air to be reduced is greater and cut- 
off valve EV 317 stays open longer. 

DEFECTS OF THE ACCELERATOR VALVE. 
If there is a leak by slide valve RV 74, due to dirt, scale or 
the valve being cut, air will continue to flow from the valve, 
which will have the same effect as a leak from the brake pipe. 
If the leak affects the proper operation of the brakes, the valve 



2^2 B3 LOCOMOTIVE BRAKE EQUIPMENT. 

should be cut out by turning the cut-out cock ; if not equipped 
with a cut-out cock, a blind gasket should be placed in the pipe 
leading to the accelerator. The same action should be taken if 
spring QT 231, or port S in piston RV 65, is stopped up; if port 
S is stopped up, the pressure cannot escape and therefore holds 
the piston down. This will allow all brake pipe pressure to be 
exhausted. When this difficulty is encountered the nut in the pipe 
leading to the divided reservoir should be slacked up. 

If, with a long train, the accelerator valve fails to open at all 
when a heavy reduction is made, it may be due to the passage 
in the slide valve leading to the divided reservoir being stopped 
up, a leak in the pipe connection, a leak by piston packing ring PG 
24, which would allow the air to escape too fast without forcing 
piston RV 65 down, or piston RV 65 becoming stuck in the 
bushing. 

If ports R and S are stopped up it will allow the pressure to 
equalize on both sides of piston RV 65, preventing the piston 
from being forced downward. If leather seat RV 70 is worn 
and does not seat properly, allowing air to leak past it, wath ports 
R and T stopped up, it will have the same effect. 

If ports R and T are open, and leather seat RV 70 leaks, there 
will be a constant flow of air at these ports, which will have the 
same effect as a brake pipe leak, but will not prevent the valve 
from operating. 

QUICK RELEASE VALVE. 

The quick release valve, shown on Plate 128, is for use with 
schedule B3-S switch engine equipment. This valve is for the 
purpose of hastening the release after an application of the auto- 
matic or straight air brakes. Connection A leads to the double 
check valve, as shown in the piping diagram of this equipment; 
connection B leads to the driver brake cylinders, and connection 
X to the exhaust. 

As soon as the brakes are applied by automatic or independent 



B3 LOCOMOTIVE BRAKE EQUIPMENT. 



263 



application, pressure passes to the top of piston RV 142, forcing 
the latter down against the resistance of spring RV 138, until it 
strikes the collar pn valve RV 141/ clearing the valve body suffi- 
ciently to give a direct opening to the brake cylinders. 




In effecting a release, as soon as the handle of the brake valve 
has been returned to release position, the pressure will be reduced 
from the upper side of the piston, allowing the pressure on the 
under side to operate it and lift valve RV 141 off its seat, allow- 
ing the discharge of pressure from the brake cylinders to the 
atmosphere. 

While the quick release valve is shown between the double 
check and driver brake cylinders in the piping diagram it can, 
if desired, be placed in the straight air pipe between the brake 
valve and the double check, in order to hasten release of the 
straight air brakes on the engine and tender, leaving the release 
of the automatic brakes normal. 



RV 132. 


Valve Seat. 


RV 133. 


Valve. 


HS 105. 


Cap. 


HS 107. 


Piston. 


HS 108. 


Piston Valve. 


SA 6. 


Leather Seat. 



264 B3 LOCOMOTIVE BRAKE EQUIPMENT. 

List of Operative Parts. The operative parts are as follows; 
RV 136. Cap. RV 140. Valve Seat. 

RV 138. Spring. RV 141. Valve. . 

RV 139. Valve Guide. RV 142. Piston. 

HIGH SPEED CONTROLLER. 

List of Operative Parts. The operative parts are as follows : 
RV 103. Regulating Nut. 
RV 104. Cap Nut. 
RV 105A. Regulating Spring. 
RV 129. Lever Handle 
RV 130. Lever Handle Pin 

with Cotter. 
RV 131. Valve Stem. 

The high speed controller is used with schedule B3-HS. Plate 
129 is a sectional view of this appliance showing the operative 
parts, which are as follows : HS 107, Piston, with Valve ; HS 
108, which is provided with one large and one small Annular 
Groove; RV 105A, Spring; RV 131, Valve Stem; RV 133, Pop 
Valve, and RV 129, Lever Handle. 

The high speed controller is connected to the brake cylinders 
at BC and to the brake pipe at BP. Its normal position is as 
shown in the illustration, where it is held by brake pipe. pressure. 
During all ordinary service applications the piston remains in 
this position, and the brake cylinder pressure can pass freely to 
the safety valve, through the large groove, when it is higher than 
the pressure that the safety valve is set to retain. Ports F and D 
allow the brake cylinder pressure to circulate around piston HS 
107 and back of valve HS 108, which allows them to move with 
only a slight difference in pressure. However, when an emer- 
gency application is made, the brake pipe pressure is greatly 
reduced, and the brake cylinder pressure forces the piston and 
valve their full travel to seat C. This movement brings the 
smaller groove directly under passage G, which restricts the 
passage of brake cylinder air to the safety valve and causes a 



B3 LOCOMOTIVE BRAKE EQUIPMENT. 265 

gradual reduction until stopped by the safety valve. The safety 
valves should be adjusted at 53 pounds, and whether used alone 
or with the high speed controller are piped to the engine brake 
cylinders, so that they will relieve the cylinders of all pressure in 



D- 
HS 108 

HS106 




To Brake Cylinders 
^A" Pipe 



HSI05 
SlIO 
HSI09 
HS 107 



To Brake Pipe 
*~ /«• Pipe 



PLATE 129, 

excess of 53 pounds, whether obtained with the automatic or 
straight air application. > 1 i i 



LEVER SAFETY VALVE. 

Plate 130 is a sectional view of the lever safety valve fur- 
nished with schedules B3, B3-S and B3-HP. The top portion 



266 B3 loco:motive brake equipment. 

of this valve is adjusted and operated in the same manner as that 
of the high speed controller lever safety valve and is adjusted 
at 53 pounds. 




PLATE 130. 



List of Operative Parts. The operative parts are as follows 
RV 103. Regulating Nut. RV 127. Valve. 

RV 105A. Regulating Spring. RV 129. Lever Handle. 
RV 107. Valve Seat. 



26/ 



NEW YORK QUICK ACTION TRIPLE 

VALVES. 

This triple valve is called a quick action triple for the reason 
that when an emergency application is made it carries auxiliary 
reservoir air to the brake cylinder almost instantly, equalizing 



QT 137 



QT 139 




PLATE 131, 

the pressure through the large opening, past the quick action 
valve, augmented to some extent through the service opening 
past the graduating valve and, by reason of venting brake pipe 



268 NEW YORK QUICK ACTION TRIPLE VALVES. 

air to the atmosphere, it produces a quick serial action of all other 
quick action triples throughout the train. 

When a service application is made air passes slowly from the 
auxiliary reservoir to the brake cylinder, through the graduating 
service port only^ and there is no local venting of brake pipe air. 
The quick action triple valve, as shown respectively in release, 
service, lap and emergency positions on Plates 131, 132, 133 and 
134, is used on freight cars. Port F of this triple valve is drilled 
through the stem, the same as it is on the new passenger triple 
valve. 

List of Parts. The parts of the quick action triple valve 
shown on Plates 131 to 136 inclusive are as follows : 

QT 126. Triple Head or Cap. 
QT 130. JMiddle Section of 
Flange and seal for 
Vent Valve. 
QT 132. Vent Valve Spring. 
QT 133. Leather Gasket. 
QT 134. Rubber Gasket. 
QT 135. Cap Bolt. 
QT 136. Emergency Cap Bolt. 
QT 137- Quick Action Piston. 
QT 138. Quick Action Valve. 
QT 140. Quick Action Valve 

Spring. 
QT 141. Quick Action Valve 
Cap Nut. 

an extension which QT 142. Stop for Piston QT 
forms a cylinder in 129. 

which Vent Valve 
Piston QT 129 op- 
erates. 
Ports and Passages. Small port F drilled through piston 
stem QT 129 is to supply air from the brake pipe to chamber G, 



OT 


3- 


Packing Ring. 


QT 


9- 


Exhaust Valve 
Spring. 


QT 


20. 


Rubber Seating on 
Valve QT 71. 


QT 


28. 


Triple Strainer. 


QT 


32. 


Drainage Plug. 


OT 


38. 


Exhaust Valve. 


QT 


45. 


Packing Ring in Pis- 
ton QT 129. 


QT 


48. 


Graduating Valve. 


QT 


49- 


Graduating Spring. 


QT 


71. 


Vent Valve. 


OT 


117. 


Non-Return Check. 


QT 


128. 


Triple Piston, having 



NEW YORK QUICK ACTION TRIPLE VALVES. 269 

between pistons QT 128 and QT 129; passage K in the body of 
the triple valve is for the purpose of allowing air from the auxil- 
iary reservoir to pass to the emergency valve QT 138; L, L is a 
passage in the body of the triple valve between valves QT 138 
and QT 117, and is for the purpose of venting air from the 
auxiliary reservoir to the brake cylinder when the emergency 
brakes are used; QT 125 is the lower portion of the triple valve 
body, known as the drainage and where the pipe connection is 
made at triple valve W ; H is a passage leading from vent valve 
QT 71 to quick action piston QT 137 and to the atmosphere at 
J. The feed groove in the triple valve body cylinder is at B. 

Course of Air. Plate 131 shows the course of the air (indi- 
cated by arrows) from the time it enters the triple valve until it 
enters the auxiliary reservoir. Air enters the strainer at W, 
passes through passage A into chamber E, past piston QT 128, 
through feed groove B and thence to the auxiliary reservoir at 
C, until the brake pipe and auxiliary reservoir pressures are 
equalized. 

Operative Parts. Plate 132 shows the following principal 
operative parts of the New York quick action triple valve in serv- 
ice application; QT 128, Main Triple Piston; QT 38, Exhaust 
Slide Valve; QT 48, Graduating Slide Valve; QT 129, Vent 
Piston. 

Main piston QT 128 has the same movement for service and 
emergency applications and is extended to form a cylinder in 
which vent piston QT 129 is fitted. A small port and passage 
F is drilled through the stem of piston QT 129, which allows 
brake pipe air to pass into chamber G, formed between the vent 
valve piston and the main triple piston, equalizing the pressures 
on both sides of the vent piston. 

Service Application. When a service reduction of brake 
pipe air is made, reducing the pressure in chamber E, the auxil- 
iary reservoir pressure being the greater forces piston QT 128 
toward the weaker pressure, closing feed groove B. Port F is 
made of such size that when main piston QT 128 moves slowly 



270 NEW YORK QUICK ACTION TRIPLE VALVES. 

to the left in a service application, as shown on Plate 132, thereby 
reducing the size of chamber G, the air in chamber G will pass 
through port F to the brake pipe without moving piston QT 129 
from its normal position. In a service application the triple 



QT 139 

T 138 




PLATE 132. 



piston moves over only a portion of its stroke, bringing the small 
service port in the slide valve QT 48 opposite the port in its seat 
leading to the brake cylinder, the quantity of air admitted being 
in proportion to the brake pipe reduction. If the brake pipe pres- 



NEW YORK QUICK ACTION TRIPLE VALVES. 271 

sure is reduced but little, the pressure in the auxiliary is reduced 
by expansion into the brake cylinder to slightly less than that 
in the brake pipe. When piston QT 128 starts back and carries 
graduating valve QT 48 to lap position, as shown on Plate 133, 



QT 137 



QT 139 



QT 126 




PLATE 133. 

it closes the service port without disturbing exhaust valve QT 
38, thus closing communication between the auxiliary reservoir 
and the brake cylinder. 

The plain triple valve has the triple piston, the exhaust valve 
and the graduating valve. The additional valves described in the 



2'j2 NEW YORK QUICK ACTION TRIPLE VALVES. 

list of parts are for use in emergency applications for the pur- 
pose of allowing the triple valve to vent the brake pipe air to 
the atmosphere and at the same time cause quick equalization of 
the auxiliary reservoir and brake cylinder pressures. 

The additional parts of the quick action triple valve brought 
into use when an emergency application is made are, Vent Valve 
Piston QT 129, Vent Valve QT 131, Quick Action Piston QT 
137 and Quick Action Valve QT 138. 

In service applications these parts remain inoperative, but in 
an emergency application they are carried into action. Vent 
valve QT 131 is held to its seat by spring QT 132, assisted by 
brake pipe pressure, and is opened by piston QT 129. When the 
piston is forced to the left, quick action valve QT 138 is held to 
its seat by spring QT 140, assisted by auxiliary reservoir pres- 
sure, and it can only be opened when quick action piston QT 137 
moves to the right. 

Emergency Application. In an emergency application a 
quick reduction is made in the brake pipe pressure, and main 
piston QT 128 moves quickly to the left. The air from chamber 
G cannot flow through port F fast enough to reduce the pressure 
at the same rate as it is being reduced in the brake pipe, and a 
momentary excess pressure takes place in chamber G, sufficient 
to force piston QT 129 to the left, which in turn forces vent valve 
QT 131 from its seat. The vent valve being off its seat, brake 
pipe air enters passage H and escapes to the atmosphere through 
port J, but before the air escapes through port J it exerts a strong 
pressure upon quick action piston QT 137, forcing it to the right 
and causing it to unseat quick action valve QT 138. This allows 
the auxiliary reservoir air to flow rapidly through the large pas- 
sage K, past the non-return check valve QT 117 and to flow 
through passage L, to the brake cylinder, shown on Plate 134. 

Releasing. The brakes are released by restoring the brake 
pipe pressure until it exceeds that in the auxiliary reservoir, caus- 
ing main piston QT 128, exhaust valve QT 38, and graduating 
valve QT 48 to return to their normal positions (Plate 131), 



NEW YORK QUICK ACTION TRIPLE VALVES. 2^^ 

closing the service port, allowing- the auxiliary reservoir to 
charge through feed groove B, and at the same time allowing the 
air in the brake cylinder to escape to the atmosphere through the 
exhaust cavity of exhaust valve QT 38 and the exhaust port in 
its seat. 



QT 137 



QT 139 

QT 138 




QT 119 



PLATE 134, 

Brake Cylinder Pressure. In a service application the quick 
action triple valve allows the auxiliary reservoir pressure to pass 
to the brake cylinder gradually, as required to produce the neces- 
sary braking force, while in an emergency application it allows the 



274 NEW YORK QUICK ACTION TRIPLE VALVES. 

full auxiliary reservoir pressure to pass almost instantly into the 
brake cylinder, applying the brakes with full force, and at the 
same time it vents sufficient brake pipe air to the atmosphere to 
produce a quick reduction in brake pipe pressure, which causes 
the following quick action triple valve to operate in quick action, 
and so on throughout the train, producing a quick serial action 
of all the brakes. 

No greater pressure is produced in the brake cylinder in an 
emergency than in a service application, as the triple valve uses 
auxiliary reservoir air in both applications. 

Partial Service Application. After a partial service appli- 
cation, an emergency application can be made, but the quick 
action parts will not operate in a manner so as to produce a quick 
operation of all the brakes and an instantaneous equalization of 
pressure in the brake cylinder. However, if an emergency arises 
after a service application has been made, and the brake valve is 
placed in emergency position, allowing the brake pipe pressure 
to escape freely to the atmosphere, all the brakes on the train 
will apply with their full braking power much more quickly than 
if a service reduction were made. The operation of the quick 
action triple can be obtained only when the pistons are separated 
with chamber G at its normal size. 

Auxiliary Pressure. As auxiliary reservoir pressure alone 
goes to the brake cylinder in both service and emergency applica- 
tions, it might be considered that both applications will be equally 
effective. This is not the case, however, for the service appli- 
cation is slower than the emergency, and for this reason a full 
emergency application is much more effective than a full service 
application. When a partial reduction is made, followed by an 
emergency reduction, the comparative effectiveness depends on 
how heavy the service application is before the emergency appli- 
cation is made, and also upon the length of the train. However, 
when a service application is begun, and is then followed by an 
emergency application, the effectiveness of the brakes will not 
be as great as if an emergency reduction had been made at first. 



NEW YORK QUICK ACTION TRIPLE VALVES. 275 

Cars Cut Out. Two or three cars with brakes cut out placed 
together in a train will not prevent the quick action triple valves 
on the following cars from operating quick action. The number 
of cut-out triple valves that can be placed together in a train 
without interference of this kind depends largely on their location 
in the train, varying from three, placed together behind the first 
quick action triple valve, to six or eight, placed close to the rear 
of a 50-car train. 

Vent Valve. Vent valve QT 131 wjll not remain open and 
exhaust all the brake pipe air to the atmosphere when an emer- 
gency application is made. Port F is always open, and the mo- 
ment chamber G excess pressure is exerted on piston QT 129 
it quickly equalizes with brake pipe pressure, and spring QT 132, 
together with brake pipe pressure, will return valve QT 131 to 
its seat, thus stopping the escape of air when the brake pipe pres- 
sure is reduced sufficiently to apply the brakes with full force. 
As valve QT 131 closes, piston QT 129 returns to its normal po- 
sition, its travel in that direction being limited by stop QT 142. 
Valve QT 138 and piston QT 137 will return to their normal 
positions after equalization has taken place in the brake cylinder. 



276 NEW YORK QUICK ACTION TRIPLE VALVES. 



PASSENGER QUICK ACTION STYLE **S'* TRIPLE 

VALVE. 

List of Parts. The names of the parts of this new style of 
valve as shown on Plates 135 and 136 are as follows: 



QT 


9- 


Exhaust Valve 


QT 132. 


Vent Valve Spring. 






Spring. 


QT 133- 


Leather Gasket. 


QT 


20. 


Rubber Seat on 


QT 134. 


Rubber Gasket. 






Val-ve QT 71. 


QT 135. 


Cap Bolt. 


QT 


28. 


Strainer. 


QT 137. 


Quick Action Piston. 


OT 


32. 


Drainage Cap Plug. 


QT 138. 


Quick Action Valve. 


QT 


45- 


Packing Ring on Pis- 
ton QT 164S. 


QT 140. 


Quick Action Valve 
Spring. 


QT 


49- 


Graduating Valve 
Spring. 


QT 141. 


Quick Action Valve 
Cap. 


QT 


71- 


Vent Valve. 


QT 142. 


Stop for Piston QT 


QT 


117. 


Non-Return Check. 




166S. 


QT 


118. 


Non - Return Check 


QT 162S 


Exhaust Valve. 






Valve Spring. 


QT 163. 


Graduating Valve. 


QT 


119. 


Non - Return Check 
Cap. 


QT 166S 


Triple Piston (in- 
cluding Pac king 


QT 


126. 


Triple Head or Cap. 




RingQT3). 


QT 


130. 


Middle Section of 
Flange and Seat 
for Vent Valve 

QT 131. 




1 



Small port F is drilled through the piston stem for the purpose 
of supplying air from the brake pipe to chamber G between QT 
166S and QT 164S ; passage K in the triple valve body is for 
the purpose of allowing air from the auxiliary reservoir to pass 
to emergency valve QT 138; L, L is a passage in the body of the 
triple valve between valves QT 138 and QT 117; QT 125 is the 
lower portion of the triple valve body known as the drainage, 
and provides for the brake pipe connection at W. 



NEW YORK QUICK ACTION TRIPLE VALVES. 2^7 

Graduating Valve and Ports. This style of valve used on 
12, 14 and 16-inch brake cylinders is larger than the ordinary 
quick action triple valve ; it has a large graduating port for the 
air to pass through to the brake cylinder ; it also has a larger ex- 
haust port and exhaust valve QT 162S, and has the graduating 
valve QT 163 mounted on top of exhaust valve QT 162S (Plate 
135). 



o 

I 
I 
J 




To Train Pipe 
l"Pipe 

QT 28 
QT30' 
QT 31 ' 
QT29 



^ PLATE 135. 

Friction. The friction of the operative parts is reduced by 
placing graduating valve QT 163 on top of exhaust valve QT 
162S. When triple piston QT 166S begins to move, the gradu- 
ating valve moves first to uncover the service ports in exhaust 
valve QT 162S ; then the exhaust valve is moved until the grad- 
uating ports in the exhaust and its seat come in register. In 
this style of triple valve but one slide valve is moved at a time. 



278 NEW YORK QUICK ACTION TRIPLE VALVES. 

Different Types. This style of triple valve can easily be dis- 
tinguished from the freight and lo-inch passenger triple valves, 
as the letter ''S" is cast in the body of the valve and the triple 
valve is fastened to the brake cylinder with three studs. The let- 
ter "S" is also stamped or cast on all parts of this valve that are 
not interchangeable with those of the other valves mentioned. 



I 3,4 




QT 32 
QT 137 
QT 187 



QT 141 
QT 140 
QT 139 



Tzr 

PLATE 136. 



The difference between styles "S" and "P" of the triple 
valve and the freight triple valve is that the side cap of the 
"'S" and 'T" is tapped out for a one-half-inch pipe, and a plug 
inserted. This is done for the purpose of attaching a pipe from 
the triple valve to the compensating valve with the high speed 
brake. 



NEW YORK QUICK ACTION TRIPLE VALVES. 279 

DEFECTS OF THE NEW YORK QUICK ACTION 
TRIPLE VALVES. 

If graduating valve QT 163 in the style "S" triple valve leaks 
it can be detected by making a partial service reduction, and 
then noting whether the brake released of its own accord. A 
leak of this kind will not allow the auxiliary pressure to escape 
through the exhaust port while exhaust valve QT-162S is in re- 
lease position, for in this position it closes the opening from the 
auxiliary reservoir to the brake cylinder and atmosphere, and air 
leaking by the graduating valve QT 163 cannot escape. 

Cap Nut. If cap nut QT 141 is not securely fastened or the 
emergency valve leaks it will allow auxiliary reservoir pressure 
to leak away the same as a slightly open release valve. If the 
amount of leakage is large it will cause the brake to release. 

Leaky Check Valve. If the check valve leaks or cap nut QT 
119 is not securely tightened it will allow all brake cylinder air 
to leak away, reducing the braking power, the same as with a 
leaky piston packing leather. 

Blow at Port J. A constant blow of air from port J in the 
side of the triple valve indicates that the vent valve is leaking. 
If accompanied by a blow at the triple exhaust port it indicates 
that the quick action or emergency valve is leaking. If the vent 
valve leaks it will be indicated by the application of the brake 
when the cut-out cock in the cross-over pipe is closed; but if 
the emergency valve leaks the brake will not apply with the clos- 
ing of the cut-out cock. 

Maintaining Pressure. If it is difficult to maintain normal 
brake pipe pressure and the brakes will not release properly it 
indicates a bad leak in the brake pipe. The hose and brake pipe 
connections should be carefully examined and it should be noted 
whether there is a blow at port J of the triple valve. The leakage 
will be coming direct from the brake pipe, due to vent valve QT 
131 not being seated properly, or the rubber seat being defective. 

Brake Applying in Quick Action. If a brake applies in quick • 
action when a service reduction is made it may .be due to the 



28o NEW YORK QUICK ACTION TRIPLE VALVES. 

packing rings in vent piston QT 129 fitting the cylinder too 
tightly, a weak vent valve spring QT 132, or small port F in 
vent valve piston QT 129 being stopped up. 

If the brakes do not apply in quick action when the proper 
reduction is made the packing ring of vent valve piston QT 129 
may be worn or fit poorly. 

Blows at the Triple Exhaust. A blow at the triple exhaust 
would be due to leaky exhaust valve QT 38, leaky graduating 
valve QT 48, a defective gasket between the body of the triple 
valve and the brake cylinder head with passenger equipment, a 
defective gasket between the auxiliary reservoir and the triple 
valve with freight equipment, or a leak in the auxiliary tube 
leading from the triple valve to the brake cylinder. 

A leaky exhaust valve Vould cause a blow at the exhaust 
port, whether the brake were applied or released, and when ap- 
plied it would cause the brake to release. 

Leaky Graduating Valve. A leaky graduating valve, with 
the triple valve in lap position, will allow the auxiliary pressure 
to escape under the graduating valve and through the port into 
the brake cylinder, reducing the auxiliary pressure and setting 
the brake with greater force. Whether this will allow the brake 
to release will depend upon whether or not the piston packing 
ring is tight. If the packing ring is in good condition the auxil- 
iary reservoir pressure will continue to feed by the defective 
graduating valve until sufficient reduction exists between the 
brake pipe and the auxiliary reservoir to start the exhaust valve, 
when it may move to release position and release the brake. 

Defective Piston Packing Ring. If the piston packing ring 
or the piston is defective, and air leaks into the auxiliary reser- 
voir as fast as it leaks by the graduating valve into the brake cyl- 
inder, the brake will continue to set instead of releasing, until 
the pressures are equal ; therefore, under such conditions, a leaky 
graduating valve cannot release the brake. 

Failure of Brakes to Apply. A failure of the brakes to apply 
on a car when a brake pipe reduction has been made may be due 



NEW YORK QUICK ACTION TRIPLE VALVES. 281 

to the feed grooves or strainer being stopped up, preventing the 
auxiliary reservoir from charging, or the triple valve may be 
sticky, gummed or dirty, so that the piston cannot move. In this 
case the brake will not apply on the car with the defective triple 
when a service reduction is made. If a heavy reduction is 
made the triple valve may be forced loose and it will probably 
work satisfactorily during the remainder of the trip. 

Sticky Triple Valve. A sticky triple valve is sometimes the 
cause of a brake applying in quick action on a car during a serv- 
ice brake pipe reduction. In this case the triple valve will not 
usually respond to the first and sometimes the second service re- 
duction, and the brake on the car with the defective triple valve 
will not apply until the difference between the auxiliary reservoir 
and brake pipe pressure is sufficient to cause the triple piston 
to start from its stuck position and move forward quickly to 
emergency position, the stem striking sufficiently hard to com- 
press spring QT 132 and open vent valve QT 131, thus causing 
quick application of the brakes on this car. 

Brakes Failing to Release. If a brake fails to- release and 
there is a strong blow at port J it may be due to vent valve QT 
131 being held from its seat by dirt or scale, or a badly worn 
triple piston packing ring, which would allow the brake pipe pres- 
sure to feed slowly by the packing ring, charging the auxiliary 
reservoir, without forcing the piston to release position, and re- 
leasing the brake. 

Hozi' to Locate Defective Triple. To locate a leaky or de- 
fective triple valve^ with a full brake pipe pressure, a reduction 
of from 5 to 10 pounds should be made, the amount depending 
on the length of the train. The brake piston that has failed to 
move out should then be looked for^ and when it is found the 
brake on this car should be cut out and the test repeated in order 
to render it certain that the faulty triple valve has been located. 
On freight trains a sectional test should be made until the de- 
fective triple is located, as previously described. 



282 



STYLE "A" NEW YORK HIGH SPEED 
BRAKE COMPENSATING VALVE. 

The high speed reducing valve, shown on Plate 137, is called 
a compensating valve, for the reason that while operating in a 
service application, as an ordinary safety or pressure reducing 



PIPE TO SIDE CAP 
OF QUICK AC^TION 
TRIPLE VALVE 




PIPE TO 
BRAKE CYL, 
■H.S..I5 



PLATE 137. 



valve, in an emergency application it holds the maximum cylinder 
pressure for a limited time before commencing to relieve it. The 



STYLE "A" HIGH SPEED CO^IPENSATING VALVE. 283 

period during which the pressure is held is automatically short- 
ened or lengthened according to the variation obtained in the 
maximum brake cylinder pressure on the piston, or in both com- 
bined, as the valve makes allowance in the time of holding this 
pressure. On account of these variations the closure of all valves 
upon the train will be practically uniform. 

List of Parts. The compensating valve consists of the fol- 
lowing parts : HS yy, Piston Valve, which works in a bushing 
or cylinder; HS 81, Packing Rings, there being two of these, 
either of which may act as a valve for the relief and leakage port ; 
HS II, Regulating Spring, by which the piston is held in its 
normal position against the brake cylinder pressure ; HS 12, 
Regulating Nut or Screw, by means of which the tension of the 
spring is regulated ; HS 87, Non-Return Check Spring ; HS 76, 
Spring Box ; HS 10, Cap Nut ; HS 83, Non-Return Check Valve 
with casing complete. 

Emergency. In an emergency application the air vented 
from the brake pipe into spring box HS 76 passes non-return 
check valve HS 83, which then seats and prevents the air that is 
entrapped in the spring box from escaping, except as it passes 
out slowly through the small port drilled through the check valve 
(see piping diagram, Plate 138). 

Piping. The compensating valve is connected with the brake 
cylinder and the triple valve as shown in the piping diagram 
(Plate 138). With the style ''A" compensating valve a one-half- 
inch pipe connection is made from the chamber above piston HS 
yy and the brake cylinder, and another pipe connection leads from 
the side cap of the quick action triple valve to spring box HS y6, 
which has direct communication with the air chamber below 
piston HS yy. All the pipe connections should be tight. 

Operation. When style ''A" compensating valve is piped, as 
shown on Plate 138, and an emergency application is made, a por- 
tion of the brake pipe air is vented at the side cap of the quick ac- 
tion triple valve and passes through the pipe leading to the non- 
return check valve and spring box chamber, charging the spring 



284 STYLE "A" HIGH SPEED COMPENiSATING VALVE. 

box chamber under the piston with air pressure. This pressure re- 
enforces the regulating spring pressure under the piston and per- 
mits the full equalization from the auxiliary reservoir to be had 
and retained for several seconds before piston HS "JJ can descend 
and open the relief ports. The air vented into and entrapped 
in the spring box chamber requires several seconds to pass to 
the atmosphere through the small port in non-return check valve 
HS 83. When the air pressure in the spring box air chamber has 
been reduced sufficiently below brake cylinder pressure, the piston 
will be forced downward, the relief ports controlled by packing 
rings HS 81 will be opened and the brake cylinder pressure will 
be gradually reduced to the point of adjustment of the valve. 



% PIPE TO 
BRAKE CYLINDER 




J4 PIPE TO 
SIDE CAP OF TRIPLE 



PLATE 138. 



In a service application no air is vented into the spring box 
air chamber, and the only pressure which the piston has to over- 
come is that of regulating spring HS 11. Consequently when 
the pressure in the brake cylinder is sufficient to overcome the 
tension of the regulating spring tlie piston will be forced down- 
ward, promptly opening the relief ports. 

Attaching Spring Box. Care should be exercised when 
bolting the spring box to the body of the valve to see that gasket 
HS 90 is in good condition and that the bolts are drawn up tight- 
ly in order to form a perfectly air tight joint between the valve 
body and the spring box, so that the air entrapped in the spring 
box chamber by the non-return check valve HS 83 will have no 



STYLE "A" HIGH SPEED COMPENSATING VALVE. 285 

other means of escape than through the small port in the check 
valve, thus regulating the escape of the air. 

Packing Rings. The ' purpose of piston packing ring HS 
81 is to form an air tight joint in the cylinder, preventing brake 
cylinder pressure from leaking past the piston into the spring 
box chamber, and it also closes the relief port when in normal 
position. 

The lower ports controlled by the lower packing rings are 
leakage ports and their function is to carry to the atmosphere 
whatever pressure may leak by upper packing ring HS 81, thus 
preventing any leakage into the spring box chamber that would 
tend to balance the piston and retard the escape of air from the 
brake cylinder. 

When piston HS "JJ is in normal position, lower packing ring 
HS 81 covers the leakage ports and prevents the spring box 
air from leaking by this ring to the atmosphere in emergency 
application. When piston HS "jy has moved to the lower end of 
its stroke, and the leakage ports to the upper and lower packing 
rings are about midway between the two rings, it is evident that 
any leakage by the upper packing ring will pass out through these 
ports. 

Advantages of High Pressure. The advantage of holding 
the maximum cylinder pressure obtained from a pressure of no 
pounds is that an emergency application is more effective in 
retarding the motion of the train at high speeds. If the maxi- 
mum cylinder pressure is retained until the speed of the train has 
been reduced, the reducing valve will vent all surplus air above 
that pressure for which the adjusting spring is set, thus prevent- 
ing the wheels from sliding at slow^ speeds. 

Also in service application two or more powerful applica- 
tions can be made without recharging the auxiliary reservoirs, 
and there will still remain sufficient pressure to make an ordinary 
emergency application, such as would be had from a 70-pound 
brake pipe pressure. 



286 STYLE "A" HIGH SPEED CO^IPENSATING VALVE. 

Use of Compensating Valve on Different Sizes of Cylin- 
ders. The compensating valve can be used on any size of cyl- 
inder, — 6, 8, lo, 12, 14 and 16-inch. The rate of reduction in 
brake cylinder pressure will be about the same with the 16-inch 
cylinder as with the lo-inch when the compensating valve is used. 

When the compensating valve is used on lo-inch and 12-inch 
brake cylinders, union stud HS 14A is used. The opening 
through this stud is reduced or, in other words, there is a choke 
placed in it, which to a large degree regulates the flow of air from 
the brake cylinder to the compensating valve and through the lat- 
ter to the atmosphere. One size of this union stud goes with the 
6 and 8-inch, another with the 10 and 12-inch and another with 
the 14 and 16-inch brake cylinders. Therefore it will be seen 
that a size of choke can be used with each size of brake cylinder 
that will give exactly the same rate of reduction. The stud is 
the part that must be used with the corresponding size of brake 
cylinder, as but one style of compensating valve is used on the 
different sizes of cylinders. 

Adjustment. The compensating valve is usually adjusted 
to withstand a pressure of 60 pounds, although for driver brakes, 
tender brakes and such cars as are provided with a standard 
foundation brake gear the adjustment is sometimes varied from 
this. 



28; 



NEW YORK TRAIN AIR SIGNAL SYSTEM. 

SIGNAL REDUCING VALVE. 

Plate 139 is a cross sectional view of the signal reducing 
valve. X is the main drum connection and Y is the connection 
to the signal line. 

List of Operative Parts. The operative parts are as follows : 



SR 24. Supply Valve. SA 32. 

SR 26. Supply Valve Spring. SA 34. 

SR 2y. Supply Valve Seat. SR 41. 

SR 28. Piston Packing Ring. SR 42. 

SR 29. Piston. PG 141. 

SA 31. Diaphragm Ring. 



Diaphragm. 
Regulating Nut. 
Cut-Out Plug. 
Choke. 
Regulating Spring. 



Operation of the Reducing Valve. The main drum pres- 




PGiai 

SA3iJ 



PLATE 139. 

sure enters at X, and regulating spring PG 141, acting on dia- 
phragm plate SA 32, causes the stem of the plate to hold supply 
valve SR 24 from its seat, so that the main reservoir pressure 
is free to pass through the supply valve to chamber B on top of 
the diaphragm and through passage C to the signal line at y, 



288 NEW YORK TRAIN AIR SIGNAL SYSTEM. 

increasing the pressure in the signal line and chamber B until it 
reaches 40 pounds. When piston SR 29 is forced downward 
against tb^ tension of regulating spring PG 141, supply valve 
SR 24 is forced to its seat by main drum pressure and supply 
valve spring SR 26. When a reduction is made in the signal line 
the top of diaphraghm SA 32 is affected. Regulating spring PG 
141, forcing up on the diaphragm, unseats supply valve SR 24, 
compressing supply valve spring SR 36; the main drum pressure 
is then free to flow by the supply valve to the signal line, charging 
the latter in the manner described. 

SIGNAL VALVE. 

The signal valve, as shown on Plate 140, is generally located 
under the footboard of the cab. The signal pipe is connected to 
it at X, while a pipe leads from Y to the signal whistle. The 
valve body is divided into two chambers, A and B, by a rubber 
diaphragm SV 3, which operates diaphragm stem SV 4A. This 
rubber diaphragm has two disks, the lower one SV 6 of brass and 
the upper one SV 12 of sheet iron, and through these disks is 
screwed a brass plug, through which a hole is drilie^i for the 
passage of air. Valve SV 8 is held to its seat by gravity and 
controls the passages leading to the whistle. There are three 
uprights AA that press against the disk or valve and lift il from 
its seat whenever diaphragm SV 3 rises. The clearance between 
the uprights and the disk of stem SV 8 should not exceed i/iooth 
of an inch. 

Operation. When the signal pipe is being charged, air enters 
the signal valve at X and, passing through small port J, charges 
chamber A. It also passes through passage CC and feeds down 
slowly to chamber B, charging it to the same pressure as cham- 
ber A. The pressures in chambers A and B and the signal pipe 
are equal when the signal line is fully charged. When the signal 
cord is pulled and a reduction is made in the signal line pressure 
it also causes a reduction of pressure in chamber A of the signal 
valve, but passage CC being very small the pressure in chamt>er 
A above diaphragm SV 3 reduces faster than the pressure in 
chamber B ; consequently the diaphragm and uprights AA are 



NEW YORK TRAIN AIR SIGNAL SYSTEM. ' 289 

forced upward and raise exhaust valve SV 8 from, its seat, thus 
permitting the air in chamber A to flow into passage E leading 
to the whistle, which causes a blast. The same reduction of 
pressure that operates the signal valve also opens the reducing 
valve, which then allows the pressure from the main reservoir 
to pass through the reducing valve and into the signal line, rais- 
ing the pressure to normal. This increase of pressure, following 
immediately after the reduction in the signal line, increases the 



3 Bo 




PLATE 140. 

pressure in chamber A faster than in chamber B, thus forcing the 
diaphragm downward and permitting exhaust valve SV 8 to close 
passage E, thus stopping the flow of air to the whistle. 

All other parts of the New York air signal equipment not 
mentioned herein are interchangeable with and operate upon the 
same principle as those of the Westinghouse Air Signal equip- 
ment, previously described on pages 97 to^ 103. 

DEFECTS OF THE NEW YORK AIR SIGNAL SYSTEM.* 
Although there are comparatively few parts in the air signal 
system- it requires good judgment to locate defects that will cause 
improper operation. 

If the signal system fails to charge it should first be noted that 
the cocks between the first car and the tender are open ; if open, 
the lining of the hose may be loose, blocking the passage, and if 
in cold weather the signal line on the engine and tender may be 
frozen up or not cut in, or the regulating spring of the reducing 
valve may be broken. 



290 NEW YORK TRAIN AIR SIGNAL SYSTEM. 

If the signal line charges but fails to respond when a reduc- 
tion is made, it may be due to the clogging up of the strainer in 
the tee pipe connection of the branch pipe with the signal pipe. 
If this is the case the exhaust may sound all right, as there will 
be considerable air in the branch pipe between the strainer and 
the discharge, but the air in the main pipe will be unable to get 
past the strainer fast enough to make the reduction sufficiently 
quick to operate the signal valve ; or it may be that the small port 
of the signal valve is stopped up, preventing the air from enter- 
ing the chamber above the diaphragm and charging the valve ; 
or the small port in the stem of the diaphragm may be stopped up, 
which will allow the chamber below the diaphragm to charge, but 
when a reduction is made in the signal line there would be no 
pressure under the diaphragm to raise it, and no blast of the 
whistle would result. 

A failure of the w^histle to sound may be due to improper ad- 
justment of the bell of the whistle, the bowl becoming filled with 
dirt or by the whistle being placed in such a position that a draft 
from an open window may prevent it from sounding. 

If the whistle gives one long blast it may be due to the reduc- 
tions being made too close together or by the disk becoming loose 
from its seat. 

If the whistle blows when the brakes are released it indicates 
that there is a direct communication between the main reservoir 
and the signal line, allowing the latter to become charged to main 
reservoir pressure. In releasing the brakes the pressure in the 
main reservoir is reduced, and if the opening is large enough and 
the main reservoir pressure is reduced sufficiently fast, air will 
flow from the signal line to the main reservoir, and the reduction 
in the signal line will allow the signal valve to operate, causing 
the whistle to give a blast. Th'is may t)e caused By me regulating 
spring of the reducing valve being too great, a leak by the dia- 
phragm with the vent port in the spring box stopped up, or the 
supply valve of the reducing valve being held from its seat by 
dirt or other foreign matter. 



291 



SUMMARY OF AIR BRAKE OPERATION AND 
TRAIN BANDUNfi. 

DEFINITION OF THE AIR BRAKE. 

An air brake is a power brake operated by compressed air. 

TRACING AIR THROUGH THE BRAKE SYSTEM. 

The course of the air through the brake system is as follows : 
Air enters the strainer of the 9^ -inch, 11 -inch and cross-com- 
pound pumps, and at the air inlets of the 8-inch pump, passes the 
receiving valve to the air chamber of the pump, is compressed by 
the air piston, passes the discharge valves to the discharge pipe, 
thence to the main reservoir, from the main reservoir through a 
return pipe to the engineer's brake valve, passes into the en- 
gineer's brake valve when it is in full release or running posi- 
tion, and through suitable ports to chamber D, from chamber 
D to the black hand of the air gauge ; also to the brake pipe and 
the pump governor of the D-8 brake valve, through the cut-out 
cock below the brake valve, through the hose and couplings to 
the first closed angle cock in the train, and to the conductor's 
valve of each coach and w^ay car, through the cross-over pipe 
and cut-out cock to the triple valve, and through the feed grooves 
of the triple valve, when in release position, to the auxiliary reser- 
voir, charging the latter. When a sufficient reduction is made at 
the brake valve, or from the train line, it will cause the auxiliary 
reservoir pressure to force the triple valve to set position, allow- 
ing auxiliary pressure to feed to the brake cylinder, thus applying 
the brake. Restoring the brake pipe pressure above that in the 
auxiliary reservoir, or reducing the auxiliary pressure below that 
in the brake pipe, will cause the triple valve to move to release 
position, allowing the air in the brake cylinder to pass to the 
atmosphere through the triple exhaust and retainer. Air from 
the main reservoir passes to the pump governor of the G-6 and 
ET brake valves, to the red hand of the air gauge, to the face of 



292 AIR BRAKE OPERATION & TRAIN HANDLING. 

all valves on the engine operated by main reservoir pressure, and 
to the main reservoir side of the signal reducing valve. If the 
engine is equipped with straight air brakes it passes to the main 
reservoir side of the straight air reducing valve. 
BRAKE PIPE PRESSURE. 

A brake pipe pressure of 70 pounds should be carried with the 
ordinary brake, 90 pounds with schedule "U" equipment and no 
pounds with the high speed brake. 

The brake pipe pressure is regulated through the brake valve 
by means of the pump governor with the D-8 brake valve, through 
the feed valve attachment with the G-6 and ET equipments and 
with the. pressure control or pump governor with the New York 
brake equipment. ^^^^^^ PRESSURE. 

Excess pressure is the amount of pressure carried in the main 
reservoir over and above that in the brake pipe. It should be car- 
ried at all times, except when charging a train at terminals or re- 
charging while descending heavy grades, and it should be carried 
then if practicable. 

The amount of excess pressure that should be carried with 
the different styles of brake valves is as follows : With the D-8 
brake valve, 15 pounds for short passenger trains and 20 pounds 
for freight or long passenger trains ; with the G-6 brake valve, 
single governor, 20 pounds for passenger or short trains and 30 
pounds for long freight trains; with the double governor, 20 
pounds for passenger and short trains, with brake valve in either 
running or lap position, and for long freight trains, 20 pounds 
in running position and 50 pounds in lap position; with the 
schedule "U" or ET valve, 10 to 20 pounds in both running and 
lap positions, and the same with the New York brake. 

Purposes of Excess Pressures. Excess pressure is carried 
to insure a prompt and certain release of all brakes, especially 
with long trains, to insure a quick recharge of the brake pipe 
and auxiliary reservoirs, and to operate the different appliances 
on the locomotive that are operated by main reservoir pressure 
without interfering with the brake pipe pressure. 



AIR BRAKE OPERATION & TRAIN HANDLING. 293 

A greater excess pressure is carried on freight than on pas- 
senger trains, for the reason that on freight or long trains there 
is a greater volume of air to control, a larger number of auxiliary 
reservoirs to recharge and it is more difficult to release the brakes 
than on a short train. 

STORAGE OF PRESSURES. 

The compressed air used on an engine and train is stored in 
the main reservoir, small drum, brake pipe, auxiliary reservoirs 
and signal line. 

Main reservoir pressure is stored in the main reservoir and its 
pipe connections, and is used to operate the different devices on the 
engine and for charging and recharging the brake pipe, auxiliary 
reservoirs and signal line. 

Chamber D pressure is stored in chamber D and the small 
drum. Its purposes are to allow the engineman to do gradual 
braking, hold the equalizing piston to its seat and operate the 
black hand of the air gauge. 

Brake pipe pressure is stored in the brake pipe, and is used to 
operate the pump governor of the D'-8 brake valve, charge and 
recharge the auxiliary reservoirs, apply and release the brakes, and 
assist in applying the brakes in emergency applications with the, 
old type quick action triple, and in service and emergency appli- 
cations with the "K" triple valve. 

Auxiliary pressure is stored in the auxiliary reservoir; its 
duty is to hold the slide valve to its seat, operate the quick action 
parts of the triple, set the brake and also to charge the water 
pressure on tourist cars that are so equipped. 

Signal line pressure is stored in the signal line and in cham- 
bers A and B of the signal valve. It is used to transmit signals 
from trainmen to enginemen. 

BEGINNING AND ENDING OF PRESSURES. 

Main reservoir pressure begins on top of both discharge 
valves ; it ends at the top of the rotary valve in the engineer's 



294 AIR BRAKE OPERATION & TRAIN HANDLING. 

brake valve, and at the faces of all valves operated by main reser- 
voir pressure. 

In running position with the D-8 brake valve it ends at the 
main reservoir side of the excess pressure valve, at the main res- 
ervoir side of the feed valve with the G-6 brake valve, at the low 
pressure pump governor of the duplex on freight, if attached ta 
the running feed port, and at the red hand of the air gauge and 
the high pressure governor. 

Straight air pressure begins at the straight air side of the 
reducing valve and ends underneath the application valve of the 
straight air brake valve. 

Signal line pressure begins at the signal line side of the signal 
reducing valve and ends at the first turned cut-off cock in the 
train, at the car discharge valves of the coaches and in chambers 
A and B of the signal valve. 

Chamber D pressure begins at the equalizing port and ends at 
the top of the equalizing piston, in the small drum and at the black 
hand of the air gauge. 

Brake pipe pressure begins in cavity C of the rotary valve 
and in the brake pipe side of the feed and excess pressure valves^ 
and ends at the pump governor of the D-8 brake valve, under- 
neath the brake pipe side of the equalizing piston, the first closed 
angle cock in the train, the conductor's valve of the coach or 
way car, the plain side of the triple piston and in chamber Y. 

Auxiliary pressure begins at the auxiliary side of the triple 
piston and ends in the auxiliary reservoir, the water pressure gov- 
ernor of Pullman and tourist cars, and the face of the slide valve. 

GENERAL INFORMATION RELATING TO 
AIR BRAKE PRACTICE. 

Time Consumed in Charging. With a constant pressure of 
70 pounds in the brake pipe, the auxiliary reservoirs of short 
trains should charge in about 70 seconds but, owing to clogged 
strainers, feed grooves, the difference in the size of feed grooves 
and the capacity of auxiliary reservoirs, it ordinarily takes from 



AIR BRAKE OPERATION & TRAIN HANDLING. 295 

2 to 2^ minutes, and on long trains from 5 to 10 minutes. An 
engineman should bear this in mind before releasing to make a 
second application, while charging the train at a terminal and 
before releasing to recharge while descending heavy grades. 

Air Gauge Indications. The black hand of the air gauge in- 
dicates the brake pipe pressure when the brake valve is in full re- 
lease, running and lap positions, when chamber D and brake pipe 
pressures have equalized, and also at the beginning and ending 
of a brake pipe exhaust in a service application, but not during 
the brake pipe exhaust or in an emergency application. 

Equalization of Pressures. Brake pipe and auxiliary res- 
ervoir pressures are equal when both are charged and in lap posi- 
tion of the brake valve, but they are not the same when charging, 
applying or releasing the brakes, in an over-reduction or in an 
emergency application. 

Sources of Air to Brake Cylinders With Different Types 
of Triple Valves. The air that enters the brake cylinder passes 
from the auxiliary reservoir in service and emergency applica- 
tions with the plain and quick action triple valves, from both the 
brake pipe and the auxiliary reservoir in an emergency applica- 
tion with the quick action triple, and from the brake pipe and 
auxiliary reservoirs in service and emergency applications with 
the "K" type triple valve. 

Piston Travel. The proper piston travel is from 6 to 9 
inches on cars, tenders and engine trucks ; 2 to 4 inches on cam 
driver brakes, and 4 to 6 inches with American driver brakes. 

Slack Adjustment. Slack in the brake rigging is taken up 
on passenger cars by means of turnbuckles, dead levers, or the 
patent slack adjuster ; on freight cars and tenders by dead levers, 
or bottom rods for inside connected brakes ; on cam driver brakes 
by lengthening the arms ; on truck brakes by lengthening the out- 
side arm, and on the American driver brake by adjusting the 
screw bolt or turnbuckle. The shoes of the cam driver brakes 
are prevented from rubbing against the tires by means of the 
.adjusting rods or springs. 



296 AIR BRAKE OPERATION & TRAIN HANDLING. 

Braking Power. The braking power is dependent largely 
on the piston travel ; the shorter the piston travel, the greater the 
braking power, and the higher the pressure at which the auxiliary 
reservoir and brake cylinder pressures will equalize ; the longer 
the piston travel, the lower the pressure at which they will equal- 
ize, and the weaker the braking power. 

With the same piston travel the holding power of the brakes 
will be alike on empty and loaded cars, but the empty car will be 
brought to a stop in less distance than the loaded car, this being 
due to the fact that the brakes must overopme the greater weight, 
in addition to the momentum of the loaded car. 

Driver and Tender Brakes. Poor driver and tender brakes 
have a tendency to increase the number of flat wheels on cars, as 
the cars must necessarily stop the engine, instead of the engine 
helping to stop the cars ; this causes the train brakes to be used 
more severely. 

It is of the utmost importance that the driver brakes be kept 
in good condition, as they are the most powerful brakes on the 
train and the most expensive. They also keep the tires worn 
down evenly, prevent the engine from pulling away from the 
tank, prevent break-in-twos near the head end of the train and 
keep the slack in the train well bunched. 

Wheels Sliding. Wheels generally slide at low and not at 
high speeds, as the friction between a wheel and brake shoe in- 
creases as the speed of the wheel decreases. 

During cold weather an engineman should always examine the 
tank wheels before starting out, to see that no brake shoes are 
frozen to the wheels, which can be detected by moving the engine 
and watching the wheels to see that they revolve. 

The wheels on a passenger car are more liable to slide than 
those on, a freight car, as a passenger car has a braking power 
with an emergency application of 90 per cent of the light weight, 
while the braking power of empty freight cars is only 70 per cent 
of the light weight. 



AIR BRAKE OPERATION & TRAIN HANDLING. 297 

Reductions and Applications. Many persons dO' not distin- 
guish the difference between a reduction and an application. An 
appHcation consists of any number of reductions without releas- 
ing the brakes, and may be made several times during an appli- 
cation. 

Leakage Grooves. The purpose of the leakage grooves in 
the brake cylinder is to provide for leakages or slight reductions 
in brake pipe pressure which would cause the triple valve to move 
to service position, closing the triple exhaust. Any small volume 
of air that passes from the auxiliary reservoir to the brake cylin- 
der can pass through the leakage grooves without forcing the 
piston out, and applying the brakes. These leakage grooves are 
from 2^ to 3^ inches long and are usually placed on the side 
or top of the brake cylinder, on the pressure end, or where the 
piston lies when the brake is released. 

Forcing Pistons Past Leakage Grooves. In making a serv- 
ice application the first reduction should be sufficient to force 
the pistons past the leakage grooves ; from 5 to 10 pounds will 
be required, according to the length of the train. A slight re- 
duction is sufficient for a short train, but a heavier one is neces- 
sary for a long train. 

Amount of Reduction. When making a service reduction 
with any given pressure the proportion it should be reduced to 
secure a full application of the brakes would, with a standard 
piston travel of 8 inches, be about two-sevenths of the brake pipe 
pressure, as the auxiliary reservoir is usually about 2^ times 
larger than the brake cylinder. 

A lo-pound reduction from a brake pipe pressure of 65 
pounds will not apply the brake with greater force than a 10- 
pound reduction from a 50-pound brake pipe pressure, as there is 
a pressure of only 10 pounds going to the brake cylinder, and it 
is above the equalization point for the two pressures. 

If a reduction of two-sevenths of the brake pipe pressure is 
made with an 8-inch piston travel and a 70-pound brake pipe 
pressure, the auxiliary reservoir, brake cylinder and brake pipe 
pressure will equalize at five-sevenths, or 50 pounds. 



298 AIR BRAKE OPERATION & TRAIN HANDLING. 

With a pressure of 35 pounds in the brake pipe and auxiHary 
reservoirs it would be necessary to make a reduction of two- 
sevenths, or 10 pounds, with an 8-inch piston travel, in order to 
obtain full braking power of this pressure. 

A greater pressure can be obtained in the brake cylinder by 
carrying a higher brake pipe pressure, shortening the piston 
travel, or making an emergency application with the quick action 
triple valve, and by the use of the retaining valves in a second 
application with both service and emergency applications. 

Over-Reduction. An over-reduction is one in w^hich the 
brake pipe pressure is reduced below the point at w^hich the auxil- 
iary reservoir and brake C3dinders equalize. It results in a use- 
less waste of brake pipe air and an irregular and often a difficult 
release of the brakes. Also, if there is a defective packing ring 
and gasket in the triple valve on which the triple piston is seated, 
air can feed from the auxiliary reservoir to the brake pipe, and 
decrease the braking power of the car having the defective pack- 
ing ring. 

Service Applications. One application of the brakes is all 
that is necessary to stop any train, but it is advisable on passen- 
ger trains to make two applications in order to insure smooth and 
accurate stops, without danger of wheel sliding. More than one 
application is not advisable on freight trains on account of the 
uneven piston travel. On a long freight train w^th the old style 
triple valve, the head brakes will release before the rear brakes, 
allowing the slack to run out, with consequent danger of breaking 
in two. i\Iore than two applications should not be made in any 
case, as sufficient time would not be given between applications 
for the auxiliary reservoirs to recharge, thus decreasing the brak- 
ing power. 

Emergency Applications. An emergency application should 
be made only in cases of actual emergency to prevent an accident. 
In making an emergency application the handle of the brake 
•valve should be placed in full emergency position as quickly as 
possible and left there, and a flow of sand started at once. It is 



AIR BRAKE OPERATION & TRAIN HANDLING. 299 

possible to get emergency action of the brakes without losing all 
brake pipe air, but it is not good practice to attempt to save air 
at times of pressing danger, and is not advocated under any cir- 
cumstances. If it is practiced when several cars which are cut 
out are placed together, only the brakes ahead of these cars will 
go into emergency application, while those behind them will apply 
with, only partial service action. If the brake valve is left in full 
emergency position a full service application will be had on all 
cars back of the cut-out cars, obstructed hose, or partly closed 
angle cock, in addition to full emergency application on all cars 
ahead of them. The greatest possibility of danger is that an 
engineman may thoughtlessly bring the brake valve past lap posi- 
tion too far, placing it in running position and thus releasing the 
brakes. Also if the brake valve were moved to lap position too 
quickly the sudden stoppage of air in the head end of the brake 
pipe would release the head brakes, which might also result in 
parting the train. 

Releasing. To release the brakes it is necessary to raise the 
brake pipe pressure the entire length of the train above the pres- 
sure in the auxiliary, this generally being sufficient to overcome 
the frictional resistance of the triple piston and slide valve. If, 
however, an over-re^duction has been made it will be necessary 
to increase the brake pipe pressure the amount of the over-reduc- 
tion, plus the amount required to overcome the resistance of the 
triple piston and slide valve. 

When it is desired to release the brakes the brake valve handle 
should be moved to full release position regardless of the length of 
the train. When all the brakes are released, and before they are 
overcharged, the brake valve handle should be returned to run- 
ning position. The length of time required for releasing depends 
entirely on the length of the train, the amount of the reduction 
and the size of the main reservoir. Ordinarily one-half second 
for each car is sufficient for the release of all brakes. 

An engineman should learn to release the brakes by watching 
the air gauge. When the brake valve handle is placed in release 



300 AIR BRAKE OPERATION & TRAIN HANDLING. 

position the main reservoir and brake pipe pressures should prac- 
tically equalize, but not overcharge. On short trains this equal- 
ization takes place very rapidl}^ ; consequently the brake valve 
handle should be returned to running position before overcharg- 
ing takes place. On long trains ecjualization takes place slowly, 
the rear end of the train receiving its increase of pressure more 
gradually, due partly to frictional resistance in the brake pipe. 

Sufficient Time for Releasing. Sufficient time should be 
given for all brakes to release, and the brake valve handle should 
be allowed to remain in release position longer with long than 
with short trains. On trains of over 30 cars, the head brakes, 
being nearest the engine, charge more rapidly, than the rear 
ones, due to the pressure being greater in the head end of the 
brake pipe than in the rear end. 

During the time that the pressure is reaching the rear end 
of the brake pipe on long trains, and the brake valve handle is 
returning to running position, the brake pipe air equalizes from 
the head to the rear end, causing the head brakes to. reapply, 
which makes it necessary to again place the brake valve in release 
position for a few seconds, after which it should be returned to 
running position, which will release the light application of the 
head brakes. A double release is thus required on long trains to 
insure a full release of all brakes. 

Testing for Leaks. When testing for leaks in the air brake 
equipment, especially on the engine and tender, a brake pipe re- 
duction of about 15 pounds should be made, the brake valve 
placed in lap position and the air pump shut off. If the red hand 
falls and the black hand remains stationary it is a main reservoir 
leak, but if the black hand falls and the brake does not release 
it is a brake pipe leak. If the black hand raises and the brake 
releases it indicates a leak at gasket 32, or a leaky rotary valve. 
If the brake releases and the black hand falls it indicates a leaky 
auxiliary reservoir, but if the brake releases and the black hand 
remains stationary it indicates a leaky graduating valve. If the 
brake leaks off and there is no sound at the triple exhaust there 



AIR BRAKE OPERATION & TRAIN HANDLING. 301 

is a leak in the pipe connection leading" from the triple valve to 
the brake cylinder or from one driving brake cylinder to the 
other, a leak at the leather gasket in the brake cylinder, or a 
defect in the brake cylinder or head. If the engine is equipped 
with the high speed reducing valve, and the brake leaks off, it 
may be due to a defective valve^ or a leak in the pipe connection 
leading to it. 

The leaks enumerated can also be detected by making a serv- 
ice application of the brakes and examining all pipe connections 
and joints with a torch while the brakes are applied. 

Observing the Air Gauge. It is of more importance to have 
a good light on the air than on the steam gauge, as the steam 
pressure is indicated by the working of the engine, while the air 
gauge affords the only means of ascertaining the air pressure. A 
clear view of the air gauge at night is very important and should 
be given greater attention than is usually accorded it. 

An engineman should look at his air gauge frequently and 
should always make it a practice to notice it when approaching 
railroad crossings, junctions, drawbridges, stations, meeting 
points, before making the running test and before passing through 
dangerous localities. 

Testing Air Gauge. The air gauge can be tested by placing 
the engineer's brake valve in full release position, as this places 
the main reservoir, brake pipe and chamber D in free communi- 
cation with one another^ and allows their pressures to equalize. 
As the black hand of the air gauge is connected with chamber 
D and the red hand with the main reservoir, practically the same 
pressure should be registered by both hands of the gauge. If 
there is a difference of not to exceed 3 pounds' the gauge may 
be considered all right; if the difference is greater than this it 
should be reported for testing. 

Number of Air Cars in Train. All working air brake cars 
in a train should be in service and must represent at least 75 per 
cent of the total number of cars in the train. 



302 AIR BRAKE OPERATION & TRAIN HANDLING. 

By making a five or six-pound reduction an engineman can 
tell approximately how many cars are coupled up by the length 
and strength of the brake pipe exhaust, but he cannot tell how 
many cars are cut in or working. 

When the brake valve handle is moved from lap to release 
position and a blow occurs from the brake pipe exhaust it would 
indicate that there were only a few or no cars cut in. The short 
brake pipe would be charged sooner than chamber D, which 
would raise the equalizing piston, causing the discharge of brake 
pipe pressure. 

Defective Triple or Obstructions in Brake Pipe. When 
making a service reduction an engineman can determine whether 
the brakes apply in emergency by a sudden momentary stop- 
page of brake pipe exhaust, when the brake valve handle is in 
service position ; he also can detect a partly closed angle cock or 
collapsed hos-e, as there would be a full blow of air from the 
brake pipe exhaust at first, and then the blow will partly cease, 
due to the air passing slowly past the obstruction. 

Terminal Tests — Freight Trains. Before starting on a 
trip the air brakes should be tested, which is a joint duty of the 
engineman and the trainmen. The engineman should have full 
excess pressure in the main reservoir when backing up to couple 
on the train, and while the engine is being coupled to the train 
he should make a reduction of about 14 pounds in brake pipe 
pressure, which will block an emergency application when the air 
is cut in. 

The brakeman should open the angle cock on the tender and 
note whether a good blast of air is secured before making the 
hose coupling to the engine, and then couj^le up the hose and open 
the angle cock gradually. He should then notify the engineman 
that the air is cut in. 

The engineman should then place the brake valve handle in 
full release position and allow it to remain in this position until 
the main reservoir and brake pipe pressures have equalized below 
70 pounds, after which, with the G-6 brake valve, it should 



AIR BRAKE OPERATION & TRAIN HANDLING. 303 

be placed in running position. If the D-8 brake valve is used 
it should be left in full release until the brake pipe pressure 
reaches 70 pounds, while with the New York brake valve it 
may be placed in either full release or running position. 

While the train is being charged the brakeman should pass 
alongside of it, inspecting the brake rigging and noting wdiether 
there are any brake pipe or auxiliary leaks ; if any are found they 
should be remedied; if defective hose or gaskets are found they 
should be replaced with new ones. 

When the train is charged and the engineman is satisfied that 
the brake system is reasonably free from leaks, the rear brake- 
man, stationed at the rear air car, should transmit the signal 
"apply air brakes" to the head brakeman, who should repeat the 
signal to the engineman, who will make a 25-pound brake pipe 
reduction, and then place the brake valve in lap position. The 
engineman should also note the length and strength of the brake 
pipe exhaust, which will indicate whether any triple applied in 
quick action, the length of the brake pipe and whether there is a 
partly closed angle cock or an obstruction in the brake pipe. 

After a full reduction has been made by the engineman thus 
applying the brakes it is the duty of the head and rear brakemen 
to walk toward one another, inspecting the brake on each car to 
see that it applies and holds, noting the piston travel, and looking 
for brake pipe, cylinder and auxiliary leaks. When the brakemen 
meet they should signal the engineman to release the brakes, and 
then return to their respective ends of the. train, noting that all 
brakes have released and that no shoes are frozen to the wheels 
in cold weather. If any brake fails to release it may be cut 
out, carded and the auxiliary reservoir drained of its air. After 
reaching their respective ends of the train the brakemen should 
notify the conductor of the condition of the train brakes and the 
number of cars in working order. The conductor should then in 
turn notify the engineman of the condition of the brakes, the num- 
ber of loads and empties, their location in the train and the 



304 AIR BRAKE OPERATION & TRAIN HANDLING. 

amount of tonnage, so that the engineman can use his judgment 
accordingly when using the brakes. 

Passenger Train Tests. When making a test on a passen- 
ger train at a terminal the same rule should be followed as with 
a freight train^ but in addition the air signal line leading to the 
air whistle must be tested. The brakeman should pass through 
the train, testing the car discharge valve of each coach. He 
should then give the engineman the hand signal to apply the 
brakes from the head end of the train, and then pass alongside 
the train, inspecting the brakes to see that all apply. After 
reaching the rear of the train he should signal the engineman to 
release the brakes, by giving four distinct blasts of the air whistle, 
and then return to the head of the train, noting that all brakes 
release. 

Running Test. When a train leaves its terminal, or a change 
is made in the make-up of a train, the engineman should make a 
running test of the brakes after the train has moved a train- 
length, by applying the brakes with the throttle open. As soon 
as the brakes are felt to take hold they should be released. This 
not only assures the engineman that the brakes are cut in, but 
also indicates how they act and hold. While this test is being 
made the engineman should also observe the brake pipe exhaust. 
This test should be repeated when engines are changed, add- 
ing a double header, after long delays at any point on the road, 
when air cars are added to or set out from the train, when the 
engine is cut off and when the train is cut at a crossing. The 
head brakeman should make the terminal test on cars picked up, 
while the rear brakeman or the conductor should see that the 
brakes on the rear air cars are applied and released from the 
engine. 

A full reduction should always be made when making a test, 
as a lighter one of 5 or 6 pounds would not be sufficient to force 
the pistons past the leakage grooves with a long train. Also with 
a light reduction the brakes on cars that had not been fully 



AIR BRAKE OPERATION & TRAIN HANDLING. 305 

charged would not apply, and it would not be possible to get full 
piston travel^ as would be the case with a full service reduction. 

If one triple valve goes to emergency position all others will 
follow, as a sudden reduction of brake pipe pressure rushing to 
the brake cylinder will cause the other triples of either type to 
go to emergency. 

Emergency Applications Not to Be Made When Testing. 
Emergency applications must not be made when testing brakes, 
for the reason that ordinary braking should not be done in this 
manner as it causes an unnecessary strain on the brake rigging, 
and it will be impossible to detect any defective triple valve in 
the train, as some brakes would set in emergency that would not 
set in a service application. It would also cause a waste of brake 
pipe air, making it difficult to release the brakes. . 

Detecting Defective Triples. When testing brakes with the 
train standing, and any brake in the train sets in quick action, it 
will cause a momentary stoppage of the brake pipe exhaust, as 
the brake pipe pressure would be vented tO' the brake cylinder 
of each car, reducing the pressure below that in chamber D, which 
in turn would seat the equalizing piston. 

Locating Defective Triples. To locate a defective quick 
action triple on a train of from 5 to 10 cars the engineman should 
make a 5-pound brake pipe reduction, and the car on which the 
brake does not set should be located. When the car is located a 
further reduction should be made and if the brake on this par- 
ticular car sets quick action it should be cut out and carded. The 
entire train should then be recharged and another test made, to 
ascertain that the defective triple has been found. On a long 
train it would be necessary to make a sectional test in order to 
locate the car with the defective triple, cutting in 10 cars with 
each test and proceeding as above described. 

Inspect All Brakes. When making a thorough test it is 
necessary to hold the brakes set until the trainmen have sufficient 
time to inspect all the brakes thoroughly. The longer a brake 
remains applied the more certain an engineman can be that it 



3o6 AIR BRAKE OPERATION & TRAIN HANDLING. 

will hold for a long, hard stop. A brake that will not remain ap- 
plied for a minute or longer is considered a poor brake and should 
be carded. 

Releasing Before Uncoupling. The air brakes should be 
released before uncoupling, which prevents the brake shoes from 
freezing to the wheels and the triples from freezing in set posi- 
tion in cold weather. If the brakes were left applied when cutting 
oft to take water and coal there would be an additional reduction 
from the brake pipe by leakage, and it would require a larger 
volume of air to release the brakes when the engine was re- 
coupled ; also if the brakes released on a grade, the slack would 
run in, which might start the train. The air brakes should not be 
relied upon for holding a train on grades when the engine is 
cut ofif. 

Loss of Excess Pressure. If the handle of the D-8 brake 
valve is left in full release position too long and then brought 
back to running position the excess pressure would be lost, and 
if there were any leaks in the brake pipe they would cause the 
brakes to apply before sufficient excess pressure was accumulated 
in the main reservoir to unseat the excess pressure valve and sup- 
ply the brake pipe. 

If the brakes apply with the handle of the D-8 brake valve in 
running position after a release of the brakes has been made it 
would be due to a lack of excess pressure, as with this type of 
valve in running position it is necessary to obtain excess pressure 
in the main reservoir before air can pass into the brake pipe. If 
care is taken to prevent the loss of excess pressure when making 
the release this trouble will .not be experienced. 

Overcharging. If the G-6 brake valve were left in release 
position too long the excess pressure in the main reservoir would 
be lost and the brake pipe and auxiHary reservoirs overcharged, 
and when the brake valve was placed in running position there 
would have to be a leak in the brake pipe or the pressure in the 
brake pipe reduced below that for which the feed valve was set 
before any air could pass from the main reservoir to the brake 



AIR BRAKE OPERATION & TRAIN HANDLING. 307 

pipe, which would cause the brakes to apply. This difficulty 
would not be experienced with the B2 and the B3 New York 
brake valves, as the controllers prevent the brake pipe from be- 
coming overcharged in all positions of the brake valve. 

With the D-8 brake valve the brake pipe pressure is regulated 
by the pump governor, and in lap position communication be- 
tween the main reservoir and the brake pipe is closed and the 
governor does not control the pump. Consequently when the 
brake valve is left in lap position too long the pump will operate 
until the main reservoir pressure is equal to the steam pressure 
of the boilete When the brake valve is placed in release posi- 
tion this high excess pressure is liable to result in bursting of an 
air hose, overcharging the brake pipe and auxiliary reservoirs, 
and stopping the pump, which will not go to work until the brake 
pipe pressure is reduced, or has leaked down below the pressure 
at which the governor is set^ causing the brakes to apply. 

Speed of Pump Descending Grades. With the D-8 brake 
valve the pump should not be run at a high rate of speed while 
descending heavy grades, but the speed of all pumps should be 
sufficient to maintain the proper excess pressure in the main res- 
ervoir required to insure a prompt release of brakes and a rapid 
recharge of brake pipe and auxiliary reservoir pressures. 

Failure of Brakes to Release and Causes for Brakes Drag- 
ging. When the brakes drag or fail to release it is usually due 
to lack of sufficient excess pressure, especially on long trains, 
failing to make a second release on long trains, failure to leave 
the brake valve handle in release position a sufficient length of 
time, or making light reductions and releasing. The last is one 
of the most frequent causes of brakes sticking. 

Another cause is the overcharging of the brake pipe, which 
usually results from leaving the brake valve handle in release posi- 
tion too long when releasing, thus allowing both the brake pipe 
and auxiliary reservoirs to become overcharged. In this event the 
leakage from the brake pipe is not supplied, as with the D-8 and 
the New York brake valves the excess pressure valve closes until 



3o8 AIR BRAKE OPERATION & TRAIN HANDLING. 

excess pressure has again accumulated in the main reservoir. 
With the F-6 and G-6 brake valves, if the brake pipe pressure is 
raised above 70 pounds, the feed valve closes and leakage vidll re- 
duce the pressure in the brake pipe until it falls below 70 pounds. 
Until the pressure is reduced to this point the brakes will drag. 

Another frequent cause of brakes dragging results from en- 
ginemen moving the brake valve handle from running to release 
position in trying tO' release imaginary brake dragging. If this 
is done too often the brake pipe and auxiliary reservoirs will be- 
come overcharged and the brake dragging will become actual in- 
stead of imaginar}^ 

A heavy leakage from the brake pipe will also cause brakes 
to drag. This leakage usually occurs when trains are stretched 
after standing, particularly in cold weather when the air hose 
becomes frozen. 

Leaks that result in applying the brakes may arise from a 
defective governor with a D-8 br^ke valve, or defective feed 
valves with the G-6 brake valve^ where either of these interfere 
with the supply of air to the brake pipe. The failure of the gov- 
ernor to act, thus holding the pump idle, or the feed valve shut- 
ting off the supply of air from the brake pipe, will give the leak- 
age a chance to apply the brakes. 

How to Release Brakes That Are Sticking. When brakes 
are dragging they can be successfully released by using one of 
the following methods : If the brake pipe pressure is below nor- 
mal (as it will be if leakage applies the brakes), and the proper 
excess pressure is maintained in the main reservoir and if there is 
sufficient room in the brake pipe for the excess pressure without 
overcharging, the brake valve handle should be placed in full re- 
lease position, as in making the ordinary release. But if the brake 
pipe pressure is normal and the brakes are applied (which may 
occur with an improper release), the brake valve should be placed 
in lap position and left there until full excess pressure is obtained, 
when a lo-pound reduction should be made and the brakes re- 
leased. If the brake pipe pressure is below normal, and there is 



AIR BRAKE OPERATION & TRAIN HANDLING. 309 

no excess pressure in the main reservoir, the brake valve should 
be placed in lap position until the necessary excess pressure is 
accumulated, when the brakes should be released. 

An engineman should never attempt to pump the brakes off or 
try to release them when the brake pipe pressure is up to stand- 
ard, as it will result in the brake pipe and auxiliary reservoirs 
becoming overcharged, and will cause all brakes to apply. 

Two-Mile Test. The two-mile running test should be made 
before descending heavy grades and when approaching terminals, 
meeting points, railroad crossings, junction points, interlocking 
plants, ends of double tracks and other dangerous places where 
a stop may be required. This test is made by making a sufficient 
reduction of brake pipe pressure on freight trains to raise the 
eqi alizing piston with a 3 or 4-pound reduction, and noting the 
length and strength of the brake pipe exhaust. On passenger 
trains a lo-pound reduction should be made and the engineman 
should feel the brakes take hold, in addition to noting the length 
and strength of the brake pipe exhaust, and then release the 
brakes. 

Automatic Application. If the brake suddenly applies with- 
out a reduction being made by the engineman the engine should 
be shut off and the handle of the brake valve placed in lap posi- 
tion at once. The application of the brakes may result from a 
bursted hose, the train parting, or the conductor's valve being 
opened. Care should be exercised to keep the detached parts of 
the train together to prevent as much damage as possible and to 
maintain the main reservoir pressure so that it will be available 
for releasing the brakes when necessary. 

When a train breaks in two and the sections come to a stop, 
or in the case of a bursted hose^ the brake valve should be placed 
in running position in order to ascertain whether the brake pipe 
is still open, which would be indicated by the air gauge. The 
brake valve should be kept moving from running to lap position 
until the defective hose or leak is located. By handling the 
brake valve in this manner the defect can easily be located by the 



3IO AIR BRAKE OPERATION & TRAIN HANDLING. 

trainmen from the intermittent sound of the escaping air. If 
the black hand of the air gauge raises when the brake valve is 
in running position it indicates that the defect has been located 
and the angle cock closed just ahead of it. The brakes should 
then be released, the brake valve placed in lap position and ex- 
cess pressure obtained in the main reservoir, so that the brakes 
on the rear cars may be released when the defective hose has been 
replaced or the train has been recoupled. 

If, after coupling up, it is impossible to release all the brakes, 
the brake valve should be placed in full release position, allowing 
the pump to force air directly into the brake pipe. When the 
pressure in the brake pipe reaches 58 or 60 pounds the brake 
valve should be placed in lap position and left until the full 
amount of excess pressure has accumulated in the main reservoir, 
when the brakes can be released in the usual manner. 

Use of Tail Hose. When backing up a train with the tail 
hose in use the brake pipe should first be blown out before attach- 
ing the tail hose, the terminal or road test of the air brakes 
should be made by the engineman and a test of the tail hose 
should then be made by the trainmen stationed on the rear car. 
The latter test should be made after the train is in motion, the 
first application being made about 2CX) feet or three car-lengths 
from the starting point. If a slow-down is not felt within this 
distance the engineman should bring the train to a stop and ascer- 
tain why the test has not been made. The engineer's brake valve 
should be carried in running position, and not placed in lap po- 
sition, to assist in making an application from the tail hose. Fol- 
lowing either a slow-down or a stop, when a signal to continue 
backing is given, the brake valve should be moved to release posi- 
tion, as in making a regular brake release, to insure a release of 
all brakes. The engineman should apply the automatic brakes 
whenever it is required to insure the safety of the train, in the 
absence of a sufficient application from the tail hose. 

Trainmen should understand that in operating the brakes with 
the tail hose, and when the brake valve is in running posi- 



AIR BRAKE OPERATION & TRAIN HANDLING. 311 

tion, the valve of the tail hose should be opened slowly and the 
opening gradually increased until the valve is wide open, or the 
train has slowed down as much as desired or has been brought 
to a stop. This valve should not be opened and closed. If the 
application has been too hard the closing of the tail hose valve 
will allow the brakes to release and recharge. The rapidity with 
which the valve is opened should be determined by the speed, the 
length of the train and the distance within which it must be 
stopped. .. In cases of emergency the valve should be instantly 
opened to its full extent. On grades where a train will not stand 
with brakes released it should be held by admitting a little steam 
to the cylinders with the engine reversed. 

Two or More Engines Coupled. When two or more en- 
gines are coupled together the engineman on the leading engine 
should do the braking, as his view is not obstructed, and he is 
able to use better judgment in handling the brakes. 

Switching. In doing switching with an air brake train, the 
braking should be done in -service with the automatic brake valve, 
provided the air brake cars are coupled up and cut in. If they 
are not coupled up and cut in the independent or straight air 
brake valve should be used. When air cars are picked up and 
added to the train, or when the engine is coupled to cars that 
are to be moved quickly, it is a good plan to apply and release 
the brakes on the engine several times while backing up the cars. 
The brake valve should then be placed in lap position until a 
high excess pressure is accumulated in the main reservoir, the 
cars coupled to and the angle cocks turned so that the cars are 
cut in. This reduces the pressure in the auxiliary reservoirs of 
the engine and tender and whatever cars are coupled to the en- 
gine, so that when the additional air brake cars are coupled to 
it will take but a short time for all brakes to be released, allowing 
the train to proceed. Otherwise the amount of air required to 
charge the added cars would be so great that the brakes on the 
engine, tender and attached cars would remain applied, and it 



312 AIR BRAKE OPERATION & TRAIN HANDLING. 

would be impossible to proceed until the brake pipe pressure could 
be raised above the equalized pressure. 

The purpose of making these reductions and accumulating 
excess pressure in the main reservoir is to enable the engineman 
to move the cars and charge them while moving before they are 
coupled to the train. 

Before the brakes on the balance of the train are cut in the 
engineman should reduce the pressure sufficiently to block quick 
action. After the signal is given that all cars are cut in, a prompt 
release of all brakes should be made, and when the brake pipe and 
auxiliary reservoirs are again charged, the usual terminal test 
should be made on the cars picked up. It should also be noted 
whether the brakes on the rear air car applied and released 
properly. 

Reducing Speed When Approaching Descending Grades. 
When approaching long, descending grades the speed of the train 
should be checked, full pressure accumulated and the brakes ap- 
plied in time. An engineman should not wait until a full appli- 
cation is necessary to check the train, as the speed may not be 
reduced sufficiently by the time the brakes require recharging, 
A moderate application should be made in time, and the trainmen 
should see that the required number of retaining valves are closed 
whenever the retainers are to be used. 

Recharging When Descending Grades. An engineman 
should always plan to recharge the brakes on a let-up, where 
grades are not steep, or while passing around curves, as by so 
doing the train will not gain a speed beyond control during the 
time the brakes are being recharged. 

When recharging, the brake valve should be placed in full 
release position and allowed to remain there until both hands of 
the 'air gauge are just past the 70-pound mark. With the retain- 
ing valves in use the engineman should remember that a light 
reduction will be much more eflfective than if the retainers were 
not in use. For example, if a 5-pound reduction is made with 
the retainers not in use a pressure of about 12 pounds is obtained 



AIR BRAKE OPERATION & TRAIN HANDLING. 313 

in the brake cylinders, while with the retainers closed a pressure 
of about 15 pounds is obtained when making two or more appli- 
cations, the extra braking power being due to the pressure re- 
tained in the brake cylinder by the retaining valves. 

Minimum Reductions. A reduction of not less than 5 or 
6 pounds should always be made, even when the retaining valves 
are in use, as some of them may be out of order and fail to retain 
any pressure in the brake cylinder and, unless a sufficiently, heavy 
reduction to carry the pistons past the leakage grooves is made, 
no braking power will be obtained from the cars having defective 
retainers. 

Loss of Braking Power. An engineman should not place 
too much reliance on his brakes and should watch the air gauge 
closely. A small leak from the brake pipe, after making the first 
reduction, will allow just enough air to leak away to make a 
smooth stop. But if the brake pipe air has gradually leaked away , 
(from any cause) without a reduction having been made by the 
engineman, it is difficult to gain control of the train, and it can- 
not be stopped by air until the brakes have been recharged. This 
would require considerable time and probably by the time the 
brake pipe and auxiliary reservoirs were recharged control of 
the train would be lost. 

Alternating Engine and Train Brakes. If the engine is 
equipped with the combined automatic and straight air brakes, 
the ET equipment, the New York air brakes, or other devices to 
maintain the driver brake pressure, the straight air feed can be 
used to assist in holding the train while recharging the automatic 
brakes. Engines equipped with the combined automatic and 
straight air brakes are also equipped with grade bleed cocks, 
which should be open on grade work, thus allowing the automatic 
pressure of the driver and tender brakes to escape. While re- 
charging the brake pipe and auxiliary reservoirs the independent 
or straight air brakes should be applied. The alternate use of the 
automatic brakes, the straight air and retaining valves is for the 



314 AIR BRAKE OPERATION & TRAIN HANDLING. 

purpose of preventing tires from becoming loose or wheels over- 
heated. 

Use of Hand Brakes. Hand brakes should be used on non- 
air cars of a train only upon a signal for brakes, and when a train 
consisting of part air cars is backing the hand brakes should 
always be used to furnish most of the braking power required. 
When the engineman requires additional braking power on ac- 
count of lack of sufficient air brake cars the hand brakes imme- 
diately behind the air cars should be used when going ahead. The 
hand brakes should also be used when a car is set on a siding 
and when a train is left standing on a grade, or any other place 
where there is a possibility of cars starting. 

Part Air Brake Freight Trains. To ordinarily apply and 
release the brakes on a freight train consisting of part air brake 
cars the engineman. should shut off the engine throttle and allow 
the engine to bunch the slack of the train. He should then make 
a sufficient reduction to move the pistons past the leakage grooves 
and further allow the slack to bunch. He should then make suf- 
ficient reductions to bring the train to a stop, and release the 
brakes just as the train stops, in order that the brakes on the air 
cars may be entirely released before the slack of the non-air 
cars can run out, thus avoiding a parting of the train. If the 
engine is equipped with the ET equipment, combined automatic 
and straight air brake, or the New York B2 or B3 equipment, 
the straight air brake can be applied, the automatic brakes re- 
leased and the driver and tender brakes graduated off without 
causing any shock to the train. 

All Air Brake Freight Trains. To apply and release the 
brakes on a full air brake freight train the engineman should 
shut off the throttle and make sufficient reductions of from 5 to 
10 pounds, according to the length of the train. Care should be 
taken not to make the reductions too heavy, or serious damage 
may result from the rapid bunching of the train. It should be 
remembered that the reduction necessary to force the pistons past 
the leakage grooves varies according to the length of the train. 



AIR BRAKE OPERATION & TRAIN HANDLING. 315 

With a train consisting of 20 cars, or less, a 5-pound reduction 
will be sufficient. One pound should be added to this amount 
for each additional 10 cars added to the train. Any further re- 
ductions should vary in amount according to the length of the 
train, in the same proportion as the first reduction, and the inter- 
vals between reductions are also dependent on the length of the 
train. 

If one reduction is followed by another before the brake pipe 
exhaust ceases the two reductions will act as one. The longer 
the train, the longer the brake pipe exhaust will blow ; conse- 
quently, a longer interval must be allowed between reductions on 
long trains than with short ones. When the speed of long 
freight trains is reduced to 10 or 15 miles per hour, and the en- 
gineman desires to release the brakes before stopping, unless the 
speed of the train or the lay of the track is such that there is no 
danger of parting the train, it would be better policy to come to 
a full stop before releasing. If, however, the engine were 
equipped with the combined straight air and automatic brakes, 
ET equipment, or New York brake, the engine and tender brakes 
can be applied and the automatic brakes released without danger 
of parting the train, even at the slowest speeds. 

Empty Cars Ahead and Loads on -the Rear of Train. 
If a train consists of empty cars ahead and loads behind, the en- 
gineman should shut off the engine throttle, allowing the engine 
to bunch the slack, and then make a sufficient reduction, accord- 
ing to the length of the train, to force the pistons past the leak- 
age grooves. When the brake pipe exhaust has ceased and the 
slack is bunched, another reduction should be made to bring the 
train to a stop. Full excess pressure should be accumulated in the 
main reservoir before releasing the brakes. 

Loads Ahead and Empties on the Rear. If an air brake 
train consists of loads ahead and empties behind a sufficient re- 
duction should be made to force the pistons past the leakage 
grooves before shutting off the engine, thus keeping the train 



3i6 AIR BRAKE OPERATION & TRAIN HANDLING. 

stretched. A sufficient reduction to bring the train to a stop 
should then be made, and the brakes released. 

Reversing Engine. While the driver brakes are applied the 
engine should never be reversed with the expectation of making 
a shorter stop than can be made with the brakes alone. For if 
this is done the driving wheels are almost sure to lock, and then 
almost the entire retarding power of the engine has been lost, as 
the steam cylinders are acting as air compressors, and this force 
exerted on the drivers with the air brakes applied would cause 
them to lock and slide. In close quarters there is a tendency 
among enginemen to reverse the engine in addition to applying 
the brakes. If this action has not been the direct cause of many 
wrecks it certainly has not prevented any, unless the driver brakes 
had lost their braking power through leakage immediately after 
the application was made. The only time when reversing is of 
advantage is when the engine is equipped with a poor driver 
brake or none at all. 

Drivers Sliding. If in making a stop with a heavy freight 
train the drivers begin to slide, and it is not advisable to release 
the brakes for fear of breaking in two, the reverse lever should 
be placed in full gear in the direction in which the engine is mov- 
ing, and the throttle opened. This will usually start the drivers, 
but if it fails to do so the brake valve should be placed in release 
position, as it is better to take chances of pulling out a drawbar 
rather than flattening the driver tires. 

If the drivers slide on an engine equipped with the combined 
automatic and straight air brakes the "grade bleed cock should be 
opened, which will release the driver brakes ; if with the ET 
equipment, the independent brake valve should be placed in re- 
lease position, and if the New York air brake is used, the lever 
safety valve should be opened. 

Use of Sand. Sand on the rail is used for two purposes ; to 
cause the wheels to grip the rail and to increase the friction be- 
tween the brake shoe and the wheel, thus lessening the danger of 
wheels being flattened by sliding and also making a shorter stop. 



AIR BRAKE OPERATION & TRAIN HANDLNG. 317 

To use sand properly requires good judgment. When it is de- 
sired to make a quick stop, a stop on a descending grade, or a 
stop on a slippery rail, and a heavy application is intended, the air 
Sander should be opened and the rail under the entire train sanded 
before a reduction in brake pipe pressure is made. The sand 
should then be used lightly and continuously until the train is 
brought to a stop. Sand should not be used after the wheels 
begin to slide, as they will not start revolving again, and the re- 
sulting flat spots on the wheels will be worn larger. "It is bad 
practice when stopping a train to use the sand after an applica- 
tion has been made, as some of the wheels may be sliding, and 
flat spots will be the result. This applies to freight as well as 
passenger trains. 

Number of Applications. An engineman should plan to 
make all ordinary stops of passenger trains with two applications 
of the brakes. This is practiced on the majority of roads and by 
the exercise of good judgment and care, accurate and smooth 
stops can be made. The first application should be sufficient to 
reduce the speed to 15 or 18 miles per hour. The brakes should 
then be released by placing the brake valve in full release posi- 
tion, and the brakes recharged if the time is sufficient; if not, 
the brake valve should be placed in lap position and a second 
light application made to stop the train at the desired point. If 
the speed of the train is low, one application will be sufficient, 
as one or two light reductions with low cylinder pressure will 
make the stop nicely. . 

The brake valve is placed in lap position after the first appli- 
cation in order to prevent surplus air from entering the brake 
pipe. The air admitted should be just sufficient to raise the brake 
pipe pressure enough to release the brakes without recharging 
the auxiliary reservoirs. The feed grooves in the triple valves 
are comparatively small, and when the brake pipe is charged 
higher than the auxiliaries, unless there is sufficient time for the 
two pressures to equalize before making the second application, 
the excessive brake pipe pressure must be reduced an additional 



3i8 AIR BRAKE OPERATION & TRAIN HANDLING. 

amount before the second application can be made effective. 
This requires considerable time, as well as distance, and a heavy 
reduction would be necessary to make the Second application, 
which would probably result in an inaccurate and disagreeable 
stop. 

In making a stop with a passenger train on a slippery rail 
the engineman should shut off the engine at a reasonable distance 
for making the stop, and apply sand to the rail for the full length 
of the train before applying the brakes. A sufficient reduction 
should then be made to bring the speed of the train down to 15 
or 18 miles per hour, and the brake valve moved to release posi- 
tion and left there ordinarily one-half second for each car in 
the train, in order to insure a release of all brakes. The brake 
valve should then be placed in lap position, so that the final stop 
may be made with a light application and low brake cylinder pres- 
sure, the Sander being allowed to run until the train is fully 
stopped. If the conditions are such that the sanders cannot be 
depended upon, as with a side wind or the sanders stopped up, 
the braking should be done as described, but it would be necessary 
to make a heavy application at high speed. If a spot stop is nec- 
essar}^ a third application is advisable. 

On a passenger train running at high speed a moderate reduc- 
tion of at least 10 pounds should be made to prevent the train 
from lurching as the engine and cars strike a curve. The appli- 
cation should be made an engine-length before reaching the curve, 
and the brakes allowed to remain applied until the . last car is 
well on the curve, when the release can be made, as the lurch 
is over as soon as the flanges of the wheels crowd the outer rail. 
On short curves the brakes should be held on until the train is 
entirely off the curve. 

Approaching Dangerous Localities. When approaching 
dangerous points where switch engines are employed, interlock- 
ing plants, railroad crossings, drawbridges, meeting points and 
yards, the brake pipe and auxiliary reservoirs should be fully 
charged between the first and second applications, so that in case 



AIR BRAKE OPERATION & TRAIN HANDLING. 319 

of an emergency there would be ample braking power available. 

Final Stops — Passenger Trains. When making a stop with 
a passenger train of less than 10 cars the brakes should be re- 
leased just before the train stops, as the brakes of passenger cars 
are usually hung from the trucks, and when the brakes are ap- 
plied the trucks tilt. If they are held on until the stop is made 
the movement of the trucks when leveling themselves causes a 
backward lurch of the train that is very disagreeable to passen- 
gers. This lurch is avoided by releasing and allowing the trucks 
to adjust themselves just before the stop is completed. The time 
at which the final release should be made depends on the amount 
of the brake application, as the harder they are applied the longer 
it will take to release them. When a train consists of 10 cars 
or over the brakes should be held on with the second application 
until the train is brought to a full stop, unless the engine is 
epuipped with a retainer, straight air brake, ET equipment, or 
the New York improved brake equipment. 

Service Applications With High Speed Pressure. With 
full high speed brake pipe pressure, three full service applications 
may be made without recharging the auxiliary reservoir, and 
there would still remain as much pressure in the auxiliary as is 
used with the ordinary brake. 



INDEX. 



A 

Accelerator Valve 259-262 

" " Arrangement of Piping in 260 

" " Brake Pipe Pressure in 260 

Defects of .- 261 

List of Parts of ' 259 

Operation of 261 

" " Purpose of 259 

Air Brake, Definition of 291. 

Freight Trains, All 314 

Part , 214 

" " Operation, Summary of, and Train Handling 291-319 

" " Practice, General Information Relating to 294-319 

" " and Signal System (New York) 219-290 

(Westinghouse) 1-218 

" Brakes, Inspect 305 

" Cars, Number of, in Train 301 

" Course of 269 

" Cylinders 219 

" Gauge Connections : 47 

" " Indications 295 

Observing the 301 

Testing the 301 

" Piston Packing Rings, Leaky 17 

" Pump Governor, Single 28-29 

Operation of 29 

Style "C" ■ 232-234 

" Operation of 233 

Governors (New York) 232-236 

(Westinghouse) 28-34 

" Pumps (New York) 219-231 

(Westinghouse) . 3-26 

" Signal Connections 164 

" " Line, Overcharging 101 

" " " Pressure, Testing 101 

System (New York) 287-290 

Defects of - 289 

(Westinghouse) 97-103 

Defects of 102 

" Valves (Duplex Air Pump) 221 

(Westinghouse Air Pumps) Defective 15 

" Whistle, Adjusting the 101 

Applications, Number of 317 

Automatic Application 309 

" Brake, Cutting Out, on the Engine 240 



322 INDEX. 

Automatic Brake, Use of 135 

Oil Cup 226-228 

"• " " Operation of .....226 

'• Operation (No. 6 Distributing Valve) 171-184 

Charging in 171 

Emergency in 180 

Lap in. 183 
High Speed Service 

in 182 

Releasing in 183 

" " " " " Service Application 

in 171 

Service Lap In 174 

" Slack Adjuster 108-111 

" " " Improper Adjustment of 110 

" " " Operation of 108 

" " " Purpose of Ill 



Brake Pipe Pressure 292 

" System, Tracing Air Through the 291 

" "Valve Handles, Positions of 158 

" Valves (Westinghouse) '. 37-55 

Brakes, Failure of, to Kelease and Causes for Brakes Dragging 307 

" HoTV to release, that are Sticking 308 

Leaving, Set 137 

Braking Power 296 

Loss of 313 

B-6 Feed Valve 207-211 

'• " Adjustment of ". 210 

" " " Distinguishing Feature of 210 

List of Parts of 208 

Regulating Parts of 208 

Valve " 210 

B-3 Brake Valve 241-252 

" " " Automatic Release and Straight Air Application 

Position of 247 

" Course of Main Reservoir and Brake Pipe Air in. . .246 

Defects of 251 

" Emergency Application of 251 

" Lap Position of 249 

List of Parts of .241 

" Pipe Connections in 245 

" Running and Straight Air Release Position of 248 

" Service Application of 249 

Slide Valve of 245 

Locomotive Brake Equipment (New York) 237-266 

" " " Improvements in the 239 

" " Manipulation of 239 

" " " Piping Diagrams of 238 



INDEX. 



323 



Car Discharg-e Valve 100-101 

Operation of 100 

Combined Automatic and Straight Air Brakes, Advantages of ... .132-139 
" " " " " Locomotive Brake Equip- 
ment 118-139 

" " " " " Locomotive Brake Equipment, 

General Arrangement of.. 118 

" Freight Car Cylinder and Auxiliary Reservoir 104-107 

" . " " " " Defects of 107 

" List of Parts 
and Th^ir 
Purposes . . .104 
•' Sizes of Brake 

Cylinders in. 106 
" " " " •• " " Sizes of Reser- 
voirs in 106 

D 



Dangerous Localities, Approaching 318 

"Dead Engine" Feature 216-217 

" " " Operation of 216 

Defective Triple or Obstructions in Brake Pipe 302 

" Triples, Detecting 305 

" " Locating 305 

D-8 Brake Valve 37-44 

Defects of 42 

" " " Distinguishing Leaks in 43 

" " " Emergency Application Position of 41 

" " , " Gauge Indications of 44 

" " " Lap Position of 40 

Positions of 38 

" " " Pressures in 42 

Release Position of 38 

" " " Running Position of 39 

" " " Service Application Position of 40 

Descending Grades, Recharging When 312 

" " Reducing Speed When Approaching. 312 

Distributing Valve, No. 6 169-189 

" " " Automatic Operation of . 171 

*' " " Connections 164 

, " " " Defects of 189 

" " " Independent Brake Operation of 184 

" List of Parts of .. 169 

" " " Main Reservoir Pressures in 171 

" " " Removing the Parts of 187 

" " " Tracing of Ports and Connections in 171 

Divided Reservoir 253 

Double Check Valve (New York) 257 

No. 2 128-129 

Position of 129 



324 INDEX. 

Double Check Valve No.^2, Release Position of 129 

" Heading- 240 

" Pressure Control or Schedule "U" 142-143 

" Operation of 143 

Driver and Tender Brakes 296 

Drivers Sliding- 138 

316 

Duplex Air Gauge 35-36 

" " " Description and Operation of 35 

" Testing the 36 

" Pump (New York) 219-231 

" Defects of 228 

" " " Inspection of 228 

" " " Lubrication of 224 

" Operation of 222 

" Speed of 228 

" Starting the 227 

" Valve Gear of 219 

" Main Reservoir Control 140 

Operation of 140 

Pump Governor (New York) 234-236 

" " •' Adjustment of 234 

Defects of 235 

" With Siamese Fittings (Westinghouse) 30-34 

Cleaning 30 

Cut Out 33 

Defects of 33 

Inoperative 32 

E 

Eight-Inch Air Pump 3-5 

" " " " Leakages and Blows in 18 

Operation of '. 3 

" and Nine and One-Half -Inch Pumps, Defects of 14 

" ■' One-Half -Inch Cross-Compound Air Compressor 19-26 

Defects of 26 

Operation of.. 21 

Emergency Applications 298 

Not to be Made When Testing 305 

Empty Cars Ahead and Loads on the Rear of Train 315 

Engine Brake Cylinder Pressure 159 

" Brakes Failing to Release 138 

Releasing 159 

" and Train Brakes, Alternating 159 

313 

" Reversing- 316 

Equalizing Piston Packing Rings 55 

" Reservoir 44-45 

" " and Its Connecting Parts, Defects of 45 

" " Purpose of 45 

" " Time Consumed for Preliminary Exhaust With. 45 



INDEX. 



325 



ET Locomotive Brake Equipment, No. 



Excess Pressure 



Loss of . . . 
Purpose of 



6 157-218 

Arrang-ement of 162 

Manipulation of 157 

Names of Piping of 161 

Parts of the 161 

Principles of Operation of... 166 
Pump Failure When Double- 
Heading- With 217 

292 

306 

292 



F 

Feed Valves ' 56-62 

Final Stops — Passenger Trains 319 



G 

General Information Relating to Air Brake Practice. 294-319 

Grade Bleed Cocks 129 

Closing 137 

G-6 Engineer's Brake Valve 46-55 

.. 53 
. . 54 
.. 52 
.. 46 
.. 50 
.. 52 
.. 48 
.. 49 



Defects of 

Distinguishing Leaks in 

Emergency Application Position of... 

Excess Pressure of 

Lap Position of , 

Regulation of Pressures of 

Release Position of 

Running Position of 

Service Application Position of 51 

Standard Pressures of 48 



H 

Hand Brakes, Use of 314 

High and Low Pressure Retaining Valve 114-117 

Operation of 115 

Positions of Handle on 116 

High Speed Brake (Westinghouse) 144-152 

" " " General Information Relating to 152 

Compensating Valve, Style "A" (New York) .. .282-286 

" Adjustment of 286 

" " " " " " " Advantages of High 

Pressure in. .. .285 
" " " " " - " " Attaching Spring 

Box on 284 

" " " " " " " Emergency of 283 

" List of Parts of . ! .283 

" " " " " Operation of 283 

" " " " " " " Packing Rings in. .285 
" " " " " " " Piping in 283 



326 



INDEX. 



High Speed Brake Compensating- Valve, Style "A," Use of, on Different 

Sizes of Cylin- 
ders 286 

Reducing Valve 147-151 

" " Cars Not Equipped With 151 

" Cylinder Pressure of 150 

Defects of 151 

Emergency Application of 150 

" " " Inspection of 150 

" " Operation of 147 

Service Application of 149 

Controller 264-265 

List of Operative Parts of 264 

Pressure in Service Application, Advantages of 151 

H-6 Automatic Brake Valve 194-201 

Charging and Release Position of 197 

" " Emergency Position of 200 

" " Holding Position of 200 

Lap Position of 199 

List of Parts of 195 

" " Lubrication of 200 

Ports of 197 

" " Preventing Leakage in 201 

" " Release Position of 199 

" " Reversing the Parts of 201 

" " Running Position of 198 

" " Service Position of 199 

Views of 194 



Independent Application 184 

Brake 160 

Operation (No. 6 Distributing Valve) 184-187 

Release 184 



Leakage Grooves 297 

Forcing Pistons Past 297 

Leaks, Testing for 300 

Lever Safety Valve 265-266 

" " List of Operative Parts of 266 

Loads Ahead and Empties on the Rear 315 

Long Trains, Handling 159 

Loose Reversing Plate, How to Tighten a 18 

Low Speeds, Releasing at 135 

M 



Main Reservoir 27 

" " Capacity of 27 

" " Connections 164 



INDEX. 327 

Main Reservoir, Leakage in 27 

Minimum Reductions 313 

N 

New York Air Brake and Signal System ;■■ 219-290 

" Pump Governors 232-236 

Duplex Air Pump 219-231 

Train Air Signal System 287-290 

Defects of 289 

Nine and One-Half-Inch or Eleven-Inch Pump, Leakages and Blows in 18 

" Pump 6-12 

" " " Construction of 6 

Defects of 14 

" " " Diagrammatic Views of 10 

" " " Lubrication of 10 

" '* " Operation of..... 8 

" " " Starting the 10 

O 

Old Style Feed Valve 56-58 

Defects of.... 58 

Overcharging 306 

Over-Reduction 298 



Piston Travel 136 

295 

Pistons, Positions of 222 

Plain Triple Valve '. 63-68 

Cut-Out Cocks in 68 

Defects of 68 

" Emergency Application of 67 

Release of 68 

Service Application of 65 

Preliminary Exhaust, Time Consumed for 45 

Pressure Controller 253-258 

Cutting Out the 257 

Defects of 258 

" " Operation of 256 

" " Regulating Parts of 256 

" " Size of, to Straight Air Brake 257 

" Controllers, Styles of 255 

" Retaining Valves 112-117 

Defects of 117 

Pressures, Beginning and Ending of 294 

" Equaizaltion of 295 

Storage of 298 

Pump, Failure of, to Restart Promptly .".... 17 

" Heating of 18 



328 INDEX. 

Pump Pounding 19 

Speed of 13 

" " " While Descending Grades 307 

Purposes of Triple Piston, Slide and Graduating Valve 77 

Quick Action Cylinder Cap 187 

Triple Valve (New York) 267-281 

" " " " Auxiliary Pressure in 274 

*• '• " " Brake Cylinder Pressure in... -. 273 

'• " Course of Air in 269 

Defects of 278 

" " " " Emergency Application of 272 

List of Parts of 268 

Operative Parts of 269 

" " '" " Partial Service Application of 274 

" " " " Ports and Passages in 268 

Releasing 272 

" " " " Service Application of 269 

Style "S" Passenger 276-278 

Different Types of 278 

Friction of 278 

" " " " " " " Graduating Valve and 

Ports of 277 

List of Parts of 275 

(Westinghouse) ...69-78 

" " "^ " Charging of 71 

Defects of 77 

" " " " Distinguishing Leaks in 78 

" " " " Emergency Application of 73 

List of Parts of 69 

Release of 75 

•' " " " Service Application of 71 

Type "K" 80-96 

" " " " " " Advantages of, in Quick Service 

Application 89 

" Cavities in 84 

" " " " " " Emergency Position of 95 

•' " " " " *• Full Release and Charging Po- 
sition of ' 86 

" " " " " " Full Service Position of 90 

'« " " *' " Lap Position of 91 

" List of Parts of 82 

" " " " Openings in 84 

" •' Ports in 84 

" Position of Ports in 82 

" Quick Service of 80 

Application of 87 

" " " " Recharging ' 81 

" " " Release Feature of 81 

•' " " " " " Retarded Release and Charging 

Position of 92 



INDEX. 329 

Quick Action Triple Valve, Type "K," Retarding Device of 83 

" " " " " Sizes of 81 

" Release Valve 262 

Reducing- Valve Pipe Bracket 123 

Reduction, Amount of 297 

Reductions and Applications 297 

Releasing 299 

Before Uncoupling 306 

Sufficient Time for 3Q0 

Reversing Cock 153-156 

" " Adjustment of 155 

" " Operation of 153 

Running Test 304 



Safety Valve, E-6 191-193 

" Adjustment of 193 

" List of Parts of 191 

" " " Operation of 193 

Type "E" 130-132 

Adjustments of 131 

Operation of . . . .' 1*30 

Sander, Use of . . . 316 

Service Applications .298 

" With High Speed Pressure . , 319 

SF Type Pump Governor 213-215- 

" Adjustment of 215 

" " " Construction and Operation of 213 

Signal Reducing Valve (New York) .... 287-288 

List of Operative Parts of 287 

Operation of 287 

(Westinghouse) 97-99 

" " Adjustment of 99 

" " " Operation of 99 

Valve (New York) 288-289 

" " Operation of 288 

(Westinghouse) 99-100 

" " Operation of 99 

Slack Adjustment 295 

Slide Valve Feed Valve 58-62 

Defects of . ., 61 

Sources of Air to Brake Cylinders With Different Types of Triple 

Valves 295 

S-6 Independent Brake Valve 202-207 

Lap Position of 205 

List of Parts of 203 

" " " " Ports and Grooves of 203 

Quick Application Position of 205 



JUN 17 1908 



330 



INDEX. 



S-6 Independent Brake Valve, Release Position of 207 

Running Position of 205 

" " " " Slow Application Position of 205 

Standard Pressure Retaining Valve ...112-114 

' " .< w ., Advantages of 113 

" Operation of 112 

Pressures for High Speed Service 151 

Standing Trains on Grades, Holding 136 

Straight Air and Automatic Brake Valves, Positions of 135 

" Brake. Cutting Out the 240 

Defects of 139 

Valve 124-128 

Operation of 126 

Parts and Their Uses 124 

" " Brakes, Power of 135 

" Controller 241 

" Holding or Stopping Trains With 136 

" " Use of, During Automatic Application 135 

Summary of Air Brake Operation and Train Handling 291-319 

Supplementary Reservoir 252 

Switching 311 

T 

Tail Hose, Use of 310 

Terminal Tests — Freight Trains 302 

Three-way and Four-way Cock Connections 257 

Time Consumed in Charging 294 

Train Brakes, Recharging 137 

Releasing, Before Detaching Locomotive 159 

Triple Valve, Advantages of the New, in Quick Service Application... 89 

Improvements Over the Old . 80 

" Valves (Westinghouse) 63-96 

New Types of 79 

Two-Mile Test 309 

or More Engines Coupled 311 

in a Train 186 



W 

"Westinghouse Air Brake and Signal System 1-218 

" Pump Governors 28-3 " 

" Pumps 3-2..''^ 

" Signal System 97-103-' 

Defects of 102 

Brake Valves 37-55 

Difference in Types of 52 

Triple Valves 63-96 

New Types of 79 

Wheels Sliding 296 



LB S '08 



